EGLL — LONDON HEATHROW
| 1 |
ARP coordinates and site at AD |
Lat: 512839N
Long: 0002741W
Mid point of Runway 09L/27R |
| 2 |
Direction and distance from city |
12 NM W of London. |
| 3 |
Elevation / Reference temperature / Mean Low Temperature |
83 FT / 20 °C / - |
| 4 |
Geoid undulation at AD ELEV PSN |
151 FT |
| 5 |
Magnetic Variation / Annual Change |
0.41°E (2022) / 0.20°E |
| 6 |
AD Administration |
HEATHROW AIRPORT LIMITED |
|
Address |
The Compass Centre, Nelson Road, Heathrow Airport, Hounslow, TW2 2GW. | |
|
Telephone |
08700-000123 (HAL) 020-8750 2560 (NATS Ltd) | |
|
Telefax |
020-8745 4290 (HAL) 020-8750 2561 (NATS Ltd) | |
|
Telex |
934892 (HAL) | |
| 7 |
Type of Traffic permitted (IFR/VFR) |
IFR/VFR |
| 8 |
Remarks |
Telephone calls to NATS Ltd 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) |
H24 |
| 6 |
MET Briefing Office | |
| 7 |
ATS |
H24 See also AD 2.18. |
| 8 |
Fuelling |
H24 Refer to AD 2.20 item 1. |
| 9 |
Handling |
H24 Refer to AD 2.20 item 1. |
| 10 |
Security |
H24 Refer to AD 2.20 item 1. |
| 11 |
De-icing |
H24 Refer to AD 2.20 item 1. |
| 12 |
Remarks |
| 1 |
Cargo handling facilities |
Full. |
| 2 |
Fuel and oil types |
AVTUR JET A-1 Oils: Various by arrangement with fuel companies. |
| 3 |
Fuelling facilities/capacity |
Hydrant refuelling. Very limited bowser capacity. |
| 4 |
De-icing facilities |
By arrangement with handling agent. |
| 5 |
Hangar space for visiting aircraft |
By arrangement with BA or Virgin Atlantic. |
| 6 |
Repair facilities for visiting aircraft |
Maintenance and repair (by arrangement). |
| 7 |
Remarks |
| 1 |
Hotels |
Hotels in vicinity. |
| 2 |
Restaurants |
Restaurant, buffet and bar. |
| 3 |
Transportation |
Underground and Express to Central London, Buses, Coaches, taxis and car hire. |
| 4 |
Medical facilities |
Occupational Health Department. Tel: 020-8745 7211/7047/7048. |
| 5 |
Bank and Post Office |
Post Office Second Floor, Departures Building, Terminal 3. |
| 6 |
Tourist Office | |
| 7 |
Remarks |
| 1 |
AD category for fire fighting services |
RFF Category A10 |
| 2 |
Rescue equipment | |
| 3 |
Capability for removal of disabled aircraft |
By arrangement with nominated recovery company. |
| 4 |
Remarks |
| 1 |
Type of clearing equipment |
Mechanical, Chemical de-icing, Sanding/Gritting. |
| 2 |
Clearance priorities |
Standard. See AD 1.2.2. |
| 3 |
Remarks |
Braking action by ASFT and Grip Tester. |
| 1 |
Apron surface and strength |
APRON Surface: Concrete except Stand 357, which has block paving. |
| 2 |
Taxiway width, surface and strength |
Taxiway GROUND TAXIWAY 1: 23 M Surface: Concrete and asphalt |
|
Taxiway GROUND TAXIWAY 2: 30 M Surface: Concrete and asphalt | ||
|
Taxiway GROUND TAXIWAY 3: 37 M Surface: Concrete and asphalt | ||
| 3 |
Altimeter checkpoint location and elevation |
Central Area 77 FT - Southern helicopter pad 75 FT - Cargo Centre Southside 76 FT. |
| 4 |
VOR checkpoints | |
| 5 |
INS checkpoints |
See Aircraft/Parking Docking Charts |
| 6 |
Remarks |
| 1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Nose in parking is in operation throughout the airport. |
| 2 |
Runway and taxiway markings and lighting |
Runway marking aid(s): 09L/27R: Full ICAO runway designation, threshold, centre-line, aiming point and touchdown zone. Lead-offs from the runway are marked by a continuous yellow line from the centreline of the runway. |
|
09R/27L: Full ICAO runway designation, threshold, centre-line, aiming point and touchdown zone. Lead-offs from the runway are marked by a continuous yellow line from the centreline of the runway. | ||
|
Runway light(s): Threshold - HI green lights. Edge - HI white lights. Centreline - HI colour coded white/red lights. Touchdown zone - HI white lights. Stop end - HI red lights. Colour coded amber/green lights indicate the runway turn-offs routes to the CAT III stop bars. | ||
|
Taxiway marking aid(s): | ||
|
Yellow centre-line. | ||
| 3 |
Stop bars and runway guard lights (if any) |
Illuminated red stop bars are provided where appropriate. |
| 4 |
Other runway protection measures | |
| 5 |
Remarks |
Tug Crews, when towing aircraft under the guidance of a marshaller, must not park on stand unless guided to do so by the use of daylight-fluorescent wands, marshalling bats, marshalling gloves. Illuminated wands shall be used at night or in low visibility. LGTD WDI are located at the following positions: 512749.74N 0002838.40W, 512750.27N 0002631.90W, 512843.08N 0002622.52W & 512835.38N 0002848.27W. Tug Crews, when towing aircraft under the guidance of a marshaller, must not park on stand unless guided to do so by the use of daylight-fluorescent wands, table-tennis bats, marshalling gloves. Illuminated wands shall be used at night or in low visibility. Illuminated wind direction indicators are located adjacent to the touchdown zones of Runways 09L, 09R, 27L and 27R. |
| 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 | |
|
(EGLL22221) 27R/APPROACH (EGLL22221) 27R/APPROACH |
TREE |
512846.58N 0002530.73W |
114 FT |
33 FT |
No | |
|
(EGLL17556) 27R/TAKE-OFF |
TREE |
512845.96N 0002934.70W |
114 FT |
39 FT |
No |
Close in Obstacle |
|
(EGLL21952) 09L/APPROACH (EGLL21952) 09L/APPROACH |
TREE |
512845.62N 0002933.28W |
122 FT |
46 FT |
No | |
|
(EGLL15374) 27R/TAKE-OFF |
TREE |
512845.37N 0002937.26W |
113 FT |
37 FT |
No |
Close in Obstacle |
|
(EGLL16680) 27R/TAKE-OFF |
TREE |
512845.34N 0002935.96W |
119 FT |
44 FT |
No |
Close in Obstacle |
|
(EGLL18361) 09L/APPROACH (EGLL18361) 09L/APPROACH |
TREE |
512845.26N 0002935.98W |
126 FT |
51 FT |
No | |
|
(EGLL16678) 27R/TAKE-OFF |
TREE |
512845.13N 0002936.08W |
113 FT |
38 FT |
No |
Close in Obstacle |
|
(EGLL15398) 27R/TAKE-OFF |
TREE |
512845.11N 0002933.63W |
110 FT |
34 FT |
No |
Close in Obstacle |
|
(EGLL15418) 27R/TAKE-OFF |
TREE |
512844.93N 0002930.10W |
109 FT |
34 FT |
No |
Close in Obstacle |
|
(EGLL9577) 27R/TAKE-OFF |
CCTV |
512844.87N 0002928.96W |
103 FT |
26 FT |
No |
Close in Obstacle |
|
(EGLL3138) 27R/TAKE-OFF |
FENCE |
512844.82N 0002928.78W |
101 FT |
24 FT |
No |
Close in Obstacle |
|
(EGLL18288) 09L/APPROACH (EGLL18288) 09L/APPROACH |
TREE |
512844.67N 0002947.84W |
132 FT |
56 FT |
No | |
|
(EGLL9587) 27R/TAKE-OFF |
FENCE |
512844.57N 0002929.01W |
102 FT |
25 FT |
No |
Close in Obstacle |
|
(EGLL16605) 27R/TAKE-OFF |
TREE |
512844.47N 0002947.97W |
129 FT |
53 FT |
No |
Close in Obstacle |
|
(EGLL18285) 09L/APPROACH |
TREE |
512844.42N 0002948.36W |
133 FT |
57 FT |
No | |
|
(EGLL17543) 27R/TAKE-OFF |
TREE |
512844.42N 0002936.62W |
112 FT |
36 FT |
No |
Close in Obstacle |
|
(EGLL15483) 27R/TAKE-OFF |
STREETLIGHT |
512844.41N 0002925.31W |
97 FT |
27 FT |
No |
Close in Obstacle |
|
(EGLL9586) 27R/TAKE-OFF |
FENCE |
512844.28N 0002929.27W |
102 FT |
27 FT |
No |
Close in Obstacle |
|
(EGLL15481) 27R/TAKE-OFF |
STREETLIGHT |
512844.28N 0002926.33W |
98 FT |
28 FT |
No |
Close in Obstacle |
|
(EGLL15479) 27R/TAKE-OFF |
STREETLIGHT |
512844.15N 0002927.35W |
98 FT |
28 FT |
No |
Close in Obstacle |
|
(EGLL15477) 27R/TAKE-OFF |
STREETLIGHT |
512844.04N 0002928.35W |
98 FT |
26 FT |
No |
Close in Obstacle |
|
(EGLL9585) 27R/TAKE-OFF |
FENCE |
512843.78N 0002929.72W |
103 FT |
31 FT |
No |
Close in Obstacle |
|
(EGLL5179) 27R/TAKE-OFF |
FENCE |
512843.74N 0002929.94W |
104 FT |
30 FT |
No |
Close in Obstacle |
|
(EGLL9584) 27R/TAKE-OFF |
FENCE |
512843.54N 0002929.95W |
103 FT |
24 FT |
No |
Close in Obstacle |
|
(EGLL9583) 27R/TAKE-OFF |
FENCE |
512843.39N 0002930.09W |
102 FT |
23 FT |
No |
Close in Obstacle |
|
(EGLL18250) 27R/TAKE-OFF |
TREE |
512843.33N 0002951.15W |
129 FT |
57 FT |
No | |
|
(EGLL18249) 27R/TAKE-OFF |
TREE |
512843.28N 0002951.32W |
127 FT |
51 FT |
No | |
|
(EGLL17478) 27R/TAKE-OFF |
TREE |
512843.31N 0002951.04W |
123 FT |
52 FT |
No | |
|
(EGLL9576) 27R/TAKE-OFF |
CCTV |
512842.87N 0002930.56W |
103 FT |
22 FT |
No |
Close in Obstacle |
|
(EGLL5180) 27R/TAKE-OFF |
CCTV |
512842.84N 0002930.52W |
103 FT |
23 FT |
No |
Close in Obstacle |
|
(EGLL3155) 27R/TAKE-OFF |
LAMP POST |
512842.60N 0002937.48W |
98 FT |
21 FT |
No | |
|
(EGLL18315) 27R/TAKE-OFF |
TREE |
512842.14N 0002940.48W |
106 FT |
31 FT |
No | |
|
(EGLL18198) 27R/TAKE-OFF |
TREE |
512839.88N 0002950.37W |
117 FT |
41 FT |
No | |
|
(EGLL21824) 27R/TAKE-OFF |
TREE |
512839.79N 0002950.74W |
119 FT |
46 FT |
No | |
|
(EGLL18196) 27R/TAKE-OFF |
TREE |
512839.83N 0002950.67W |
118 FT |
44 FT |
No | |
|
(EGLL18166) 27R/TAKE-OFF |
TREE |
512837.22N 0002952.88W |
123 FT |
48 FT |
No | |
|
(EGLL18165) 27R/TAKE-OFF |
TREE |
512837.13N 0002953.05W |
124 FT |
49 FT |
No | |
|
(EGLL18170) 27R/TAKE-OFF |
TREE |
512837.08N 0002944.68W |
110 FT |
35 FT |
No | |
|
(EGLL22527) 27R/TAKE-OFF |
TREE |
512837.04N 0002944.68W |
109 FT |
34 FT |
No | |
|
(EGLL18152) 27R/TAKE-OFF |
TREE |
512836.17N 0002953.00W |
129 FT |
53 FT |
No | |
|
(EGLL11221) 27R/APPROACH (EGLL11221) 27R/APPROACH |
TANK NETTING |
512834.56N 0002542.13W |
98 FT |
18 FT |
No | |
|
(EGLL13700) 27R/APPROACH (EGLL13700) 27R/APPROACH |
LAMP POST |
512834.34N 0002543.40W |
97 FT |
17 FT |
No | |
|
(EGLL16939) 09L/TAKE-OFF |
BUILDING AERIAL |
512832.49N 0002547.17W |
114 FT |
35 FT |
No |
Close in Obstacle |
|
(EGLL9629) 27R/TAKE-OFF |
LAMP POST |
512832.37N 0002932.07W |
106 FT |
17 FT |
No |
Close in Obstacle |
|
(EGLL9623) 27R/TAKE-OFF |
LAMP POST |
512832.34N 0002934.28W |
111 FT |
25 FT |
No |
Close in Obstacle |
|
(EGLL9625) 27R/TAKE-OFF |
LAMP POST |
512832.32N 0002933.04W |
108 FT |
22 FT |
No |
Close in Obstacle |
|
(EGLL2970) 27R/TAKE-OFF |
FENCE |
512832.13N 0002935.34W |
109 FT |
25 FT |
No |
Close in Obstacle |
|
(EGLL9674) 27R/TAKE-OFF |
FENCE |
512832.07N 0002935.17W |
109 FT |
25 FT |
No |
Close in Obstacle |
|
(EGLL18124) 09L/APPROACH |
TREE SMALL |
512832.02N 0002940.79W |
122 FT |
30 FT |
No | |
|
(EGLL17412) 27R/TAKE-OFF |
TREE |
512832.02N 0002940.79W |
121 FT |
29 FT |
No |
Close in Obstacle |
|
(EGLL3035) 27R/TAKE-OFF |
ROAD SIGN |
512831.89N 0002937.58W |
115 FT |
30 FT |
No |
Close in Obstacle |
|
(EGLL5363) 27R/TAKE-OFF |
SIGN |
512831.78N 0002937.31W |
115 FT |
26 FT |
No |
Close in Obstacle |
|
(EGLL12450) 27R/TAKE-OFF |
TREE |
512831.34N 0002939.12W |
117 FT |
23 FT |
No |
Close in Obstacle |
|
(EGLL5277) 27R/TAKE-OFF |
TREE |
512830.97N 0002940.02W |
123 FT |
27 FT |
No |
Close in Obstacle |
|
(EGLL19067) 27L/APPROACH |
BUILDING SCAFFOLD |
512800.08N 0002517.71W |
132 FT |
56 FT |
No | |
|
(EGLL13680) 09R/APPROACH (EGLL13680) 09R/APPROACH |
LAMP POST |
512759.65N 0002921.16W |
105 FT |
26 FT |
No | |
|
(EGLL17090) 27L/APPROACH (EGLL17090) 27L/APPROACH |
BUILDING VENT |
512759.18N 0002515.02W |
134 FT |
59 FT |
No | |
|
(EGLL21758) 27L/APPROACH (EGLL21758) 27L/APPROACH |
BLDG SAT DISH SATELLITE |
512759.18N 0002516.24W |
135 FT |
60 FT |
No | |
|
(EGLL18845) 27L/TAKE-OFF |
TREE |
512757.08N 0002933.88W |
109 FT |
35 FT |
No | |
|
(EGLL18849) 27L/TAKE-OFF |
TREE |
512757.24N 0002933.68W |
112 FT |
39 FT |
No | |
|
(EGLL2424) 27L/TAKE-OFF |
FLOODLIGHT |
512756.68N 0002923.92W |
98 FT |
22 FT |
No | |
|
(EGLL18840) 27L/TAKE-OFF |
TREE |
512756.42N 0002932.02W |
103 FT |
33 FT |
No | |
|
(EGLL22136) 27L/TAKE-OFF |
TREE |
512756.41N 0002932.04W |
103 FT |
33 FT |
No | |
|
(EGLL18839) 27L/TAKE-OFF |
TREE |
512756.34N 0002932.14W |
102 FT |
31 FT |
No | |
|
(EGLL18830) 27L/TAKE-OFF |
TREE |
512755.50N 0002934.38W |
112 FT |
40 FT |
No | |
|
(EGLL22652) 27L/TAKE-OFF |
TREE |
512754.87N 0002935.35W |
109 FT |
37 FT |
No | |
|
(EGLL18809) 27L/TAKE-OFF |
TREE |
512754.26N 0002932.99W |
103 FT |
32 FT |
No | |
|
(EGLL18810) 27L/TAKE-OFF |
TREE |
512754.21N 0002934.45W |
103 FT |
31 FT |
No | |
|
(EGLL18962) 09R/TAKE-OFF |
TREE |
512750.51N 0002543.90W |
104 FT |
26 FT |
No | |
|
(EGLL18983) 09R/TAKE-OFF |
TREE |
512750.41N 0002537.91W |
109 FT |
30 FT |
No | |
|
(EGLL18755) 27L/TAKE-OFF |
TREE |
512750.12N 0002932.86W |
102 FT |
31 FT |
No | |
|
(EGLL18945) 27L/APPROACH |
TREE |
512749.12N 0002546.91W |
109 FT |
31 FT |
No | |
|
(EGLL17963) 27L/APPROACH |
TREE |
512749.11N 0002544.48W |
114 FT |
36 FT |
No | |
|
(EGLL18999) 09R/TAKE-OFF |
TREE |
512749.02N 0002529.60W |
128 FT |
50 FT |
No | |
|
(EGLL16991) 27L/APPROACH (EGLL16991) 27L/APPROACH |
TREE |
512748.96N 0002544.25W |
110 FT |
32 FT |
No | |
|
(EGLL21679) 09R/TAKE-OFF |
TREE |
512748.77N 0002529.26W |
119 FT |
42 FT |
No | |
|
(EGLL21681) 27L/APPROACH (EGLL21681) 27L/APPROACH |
TREE |
512748.53N 0002530.45W |
121 FT |
43 FT |
No | |
|
(EGLL21726) 27L/APPROACH (EGLL21726) 27L/APPROACH |
TREE |
512748.46N 0002548.61W |
103 FT |
25 FT |
No | |
|
(EGLL18938) 27L/APPROACH |
TREE |
512748.43N 0002548.80W |
106 FT |
28 FT |
No | |
|
(EGLL17990) 09R/TAKE-OFF |
TREE |
512746.89N 0002552.15W |
115 FT |
36 FT |
No |
Close in Obstacle |
|
(EGLL17680) 27L/TAKE-OFF |
TREE |
512746.68N 0002918.13W |
105 FT |
29 FT |
No |
Close in Obstacle |
|
(EGLL13259) 27L/TAKE-OFF |
STREETLIGHT |
512746.59N 0002919.81W |
106 FT |
32 FT |
No |
Close in Obstacle |
|
(EGLL17965) 09R/TAKE-OFF |
TREE |
512746.13N 0002543.63W |
124 FT |
45 FT |
No |
Close in Obstacle |
|
(EGLL22636) 09R/APPROACH |
TREE |
512743.72N 0002957.62W |
157 FT |
90 FT |
No | |
|
(EGLL22103) 09R/APPROACH (EGLL22103) 09R/APPROACH |
TREE |
512743.70N 0002957.56W |
155 FT |
88 FT |
No | |
|
(EGLL18771) 09R/APPROACH (EGLL18771) 09R/APPROACH |
TREE |
512743.47N 0002957.83W |
154 FT |
87 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 | |
|
(EGLL6032) |
SPIRE |
513427.08N 0002015.52W |
557 FT |
151 FT |
No | |
|
(EGLL5997) |
AERIAL |
513133.05N 0002742.07W |
299 FT |
171 FT |
No | |
|
(EGLL5884) |
AERIAL |
513107.77N 0002443.09W |
282 FT |
168 FT |
No | |
|
2021012731 |
CRANE |
513101N 0001552W |
571 FT |
469 FT |
Yes 2000 candelas static red | |
|
(EGLL13728) |
BUILDING |
513044.76N 0001839.95W |
340 FT |
239 FT |
No | |
|
2023062049 |
CRANE |
513039N 0002422W |
404 FT |
299 FT |
Yes Steady red |
Avondale Drive, Hayes, UB3 3PW. End estimated December 2025. |
|
20230525104 |
CRANE |
513035N 0002339W |
320 FT |
230 FT |
Yes Steady red |
Beaconsfield Road, Hayes, UB4 0SL. End estimated May 2025. |
|
20230216101 |
CRANE |
513028N 0002246W |
417 FT |
309 FT |
Yes Steady red |
Southall Beaconsfield Road |
|
202204228 |
CRANES |
513028.00N 0002325.00W |
328 FT |
223 FT |
Yes Red |
Southall Area. |
|
2023032017 |
CRANE |
513025N 0002231W |
469 FT |
364 FT |
Yes Steady red |
Park Avenue, Southall, UB3 1AD. |
|
2023102344 |
CRANE |
513023N 0002531W |
396 FT |
288 FT |
Yes Steady red |
Clayton Road. End estimated August 2024. |
|
2023062044 |
CRANE |
513021N 0002503W |
399 FT |
294 FT |
Yes Steady Red |
Austin Road, Hayes UB3 3DN. End estimated December 2025. |
|
2023080929 |
CRANE |
513020N 0002238W |
475 FT |
370 FT |
Yes Steady red. |
Merrick Road, Southall. End estimated November 2025. |
|
201909164 |
CRANE |
513020.29N 0004145.62W |
442 FT |
Yes Steady red | ||
|
2022032227 |
CRANE |
513019.00N 0002543.00W |
378 FT |
271 FT |
Yes Steady Red |
One Vinyl Square, Hayes. One Vinyl Square, Hayes. End estimated May 2023. |
|
2023061617 |
CRANE |
513018N 0002640W |
226 FT |
148 FT |
Yes Steady red |
14 Prologis Park, Hayes, West Drayton, UB7 9FN. End estimated June 2025. |
|
(EGLL6072) |
PYLON |
513013.13N 0002955.78W |
258 FT |
169 FT |
No | |
|
202105166 - TC7 |
CRANE |
513008N 0002458W |
470 FT |
369 FT |
Yes 2000 Candelas Static Red | |
|
2024011012 |
CRANE |
513008N 0002440W |
318 FT |
213 FT |
Yes Steady red |
Project Union Phase 1, North Hyde Gardens, Hayes, UB3 4QQ. |
|
202212299 |
CRANE |
513007N 0002436W |
237 FT |
138 FT |
Yes Steady red |
Union Park, 15 North Hyde Gardens, Hayes, UB3 4QQ. |
|
202103082 |
CRANE |
513007.00N 0002804.00W |
322 FT |
230 FT |
Yes Steady red | |
|
2022022449 |
CRANE |
513006.00N 0002459.00W |
456 FT |
342 FT |
Yes Steady red | |
|
2023051024 |
CRANE |
513004N 0002436W |
282 FT |
197 FT |
Yes Steady red |
North Hyde Gardens, Hayes, UB3 4QT. |
|
202105163 |
CRANE |
513003N 0002455W |
228 FT |
130 FT |
Yes Steady red | |
|
C10/18/22 |
CRANE |
513003.71N 0002449.60W |
324 FT |
Yes Steady red | ||
|
2023081646 |
CRANE |
513001N 0002402W |
226 FT |
121 FT |
Yes Steady red |
Industrial Park, 149 Brent Road, Southall, UB2 5FB. End estimated January 2024. |
|
(EGLL8178) |
CRANE |
512926.91N 0001810.43W |
345 FT |
305 FT |
No | |
|
(EGLL5638) |
CHIMNEY |
512908.51N 0003018.05W |
320 FT |
244 FT |
Yes Red | |
|
(EGLL6506) |
FLAG POLE |
512902.42N 0003615.51W |
354 FT |
187 FT |
No | |
|
2023051249 |
CRANE |
512848N 0002550W |
112 FT |
26 FT |
Yes Steady red |
Avis Budget, Northrop Road, Heathrow, TW6 2QA. |
|
2022110381 |
CRANE |
512829N 0002203W |
336 FT |
253 FT |
Yes Steady red |
Lampton Road, Hounslow. End estimated Dec 2023. |
|
202110115 |
CRANE |
512827N 0002159W |
327 FT |
252 FT |
Yes Red | |
|
2019080181 |
CRANE |
512817.68N 0002309.12W |
330 FT |
Yes Steady red | ||
|
2023050340 |
CRANE |
512752N 0002300W |
302 FT |
226 FT |
Yes Steady red |
379-389 Staines Road, Hounslow, TW4 5AP. End estimated January 2024. |
|
2022021569 |
CRANE |
512750.00N 0002344.00W |
239 FT |
163 FT |
Yes Steady Red |
Clements Court, Green Lane. End estimated July 2023. |
|
(EGLL3659) |
RADAR AERIAL |
512737.69N 0002622.62W |
220 FT |
142 FT |
No | |
|
(EGLL18982) |
MAST LIGHTING CONDUCTOR MASS LIGHTING CONDUCTOR |
512732.14N 0002514.14W |
227 FT |
150 FT |
Yes Red | |
|
(EGLL6192) |
PYLON |
512730.18N 0003221.32W |
227 FT |
170 FT |
No | |
|
2022062993 |
CRANE |
512656N 0002438W |
374 FT |
305 FT |
Yes Steady red | |
|
(EGLL19369) |
BUILDING |
512656.87N 0002425.02W |
216 FT |
147 FT |
No | |
|
(EGLL6429) |
PYLON |
512652.26N 0003137.32W |
225 FT |
170 FT |
No | |
|
(EGLL6896) |
CHURCH |
512649.92N 0002431.67W |
235 FT |
166 FT |
No | |
|
2023050976 |
CRANE |
512644N 0002433W |
287 FT |
222 FT |
Yes Steady red |
Victoria House, Feltham, TW13 4AG. |
|
2022021746 |
CRANE |
512630.00N 0002455.00W |
226 FT |
167 FT |
Yes Steady red | |
|
(EGLL19459) |
TREE |
512626.15N 0003447.73W |
374 FT |
98 FT |
No | |
|
(EGLL19466) |
TREE |
512624.41N 0003524.21W |
385 FT |
122 FT |
No | |
|
(EGLL19452) |
TREE |
512617.94N 0003446.51W |
370 FT |
109 FT |
No | |
|
2023031646 |
CRANE |
512610N 0003032W |
438 FT |
392 FT |
Yes Steady red |
Former Renshaw, Industrial Estate, Staines-upon-Thames, TW18 4UQ. |
|
2020012282 |
CRANE |
512609.97N 0003018.92W |
421 FT |
Yes Steady red | ||
|
2023030292 |
CRANE |
512559N 0003039W |
379 FT |
334 FT |
Yes Steady red |
Elmsleigh Road, Staines, TW18 4QW. |
| 1 |
Associated MET Office |
MET OFFICE EXETER |
| 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 |
TREND. 30 Minutes. |
| 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 HEATHROW |
| 10 |
Additional information (limitation of service, etc.) |
|
Designations RWY Number |
True bearing |
Dimensions of RWY | Surface of RWY/ SWY/ Strength (PCN) |
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 |
|
09L |
089.67° |
3901 x 50 M |
RWY surface: Asphalt, Grooved PCN 83/F/A/W/T SWY surface: Asphalt, Grooved PCN 83/F/A/W/T |
512839.00N 0002905.97W
150.9
|
THR 78.6 FT TDZ 81.3 FT | |
|
27R |
269.71° |
3901 x 50 M |
RWY surface: Asphalt, Grooved PCN 83/F/A/W/T SWY surface: Asphalt, Grooved PCN 83/F/A/W/T |
512839.63N 0002559.82W
150.7
|
THR 78.1 FT TDZ 79.3 FT | |
|
09R |
089.68° |
3658 x 50 M |
RWY surface: Asphalt, Grooved PCN 83/F/A/W/T SWY surface: Asphalt, Grooved PCN 83/F/A/W/T |
512753.25N 0002856.33W
150.8
|
THR 75.3 FT TDZ 76.2 FT | |
|
27L |
269.72° |
3658 x 50 M |
RWY surface: Asphalt, Grooved PCN 83/F/A/W/T SWY surface: Asphalt, Grooved PCN 83/F/A/W/T |
512753.82N 0002602.76W
150.6
|
THR 76.8 FT TDZ 77.8 FT |
| SWY Dimensions | Clearway Dimensions | Strip Dimensions | RESA Dimensions, Overshoot / Undershoot | Location/description of arresting system | OFZ | Remarks |
|---|---|---|---|---|---|---|
| 8 | 9 | 10 | 11 | 12 | 13 | 14 |
|
4021 x 280 M |
RWY 09L | |||||
|
78 x 150 M |
4021 x 280 M |
RWY 27R | ||||
|
3778 x 280 M |
RWY 09R | |||||
|
3778 x 280 M |
RWY 27L |
| Runway designator |
TORA |
TODA |
ASDA |
LDA |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
|
09L |
3901 M |
3901 M |
3901 M |
3592 M |
LDA: 09L landing threshold is displaced by 309 M. |
|
27R |
3882 M |
3960 M |
3882 M |
3882 M | |
|
09L |
3362 M |
3362 M |
3362 M |
Take-off from intersection with A12 | |
|
09L |
2838 M |
2838 M |
2838 M |
Take-off from intersection with A11 | |
|
09L |
2661 M |
2661 M |
2661 M |
Take-off from intersection with A10W | |
|
09L |
2354 M |
2354 M |
2354 M |
Take-off from intersection with A10E | |
|
09L |
1992 M |
1992 M |
1992 M |
Take-off from intersection with A9W | |
|
09L |
1789 M |
1789 M |
1789 M |
Take-off from intersection with A9E | |
|
27R |
3539 M |
3617 M |
3539 M |
Take-off from intersection with A4 | |
|
27R |
3136 M |
3214 M |
3136 M |
Take-off from intersection with A5
| |
|
27R |
2862 M |
2940 M |
2862 M |
Take-off from intersection with A6
| |
|
27R |
2617 M |
2695 M |
2617 M |
Take-off from intersection with A7 | |
|
27R |
2414 M |
2492 M |
2414 M |
Take-off from intersection with A8 | |
|
27R |
2142 M |
2220 M |
2142 M |
Take-off from intersection with A9E | |
|
27R |
1947 M |
2025 M |
1947 M |
Take-off from intersection with A9W | |
|
09R |
3658 M |
3658 M |
3658 M |
3350 M |
LDA: 09R landing threshold is displaced by 308 M |
|
27L |
3658 M |
3658 M |
3658 M |
3658 M | |
|
09R |
3528 M |
3528 M |
3528 M |
Take-off from intersection with N10 | |
|
09R |
3351 M |
3351 M |
3351 M |
Take-off from intersection with N8 | |
|
09R |
2853 M |
2853 M |
2853 M |
Take-off from intersection with S7 Take-off from intersection with S7. | |
|
09R |
2852 M |
2852 M |
2852 M |
Take-off from intersection with N7 | |
|
09R |
2325 M |
2325 M |
2325 M |
Take-off from intersection with N6 | |
|
09R |
2244 M |
2244 M |
2244 M |
Take-off from intersection with S6 | |
|
09R |
1704 M |
1704 M |
1704 M |
Take-off from intersection with N5W | |
|
27L |
3536 M |
3536 M |
3536 M |
Take-off from intersection with N2E | |
|
27L |
3380 M |
3380 M |
3380 M |
Take-off from intersection with N2W | |
|
27L |
3224 M |
3224 M |
3224 M |
Take-off from intersection with N3 | |
|
27L |
3212 M |
3212 M |
3212 M |
Take-off from intersection with S3 | |
|
27L |
2702 M |
2702 M |
2702 M |
Take-off from intersection with N4E Take-off from intersections with N4E | |
|
27L |
2606 M |
2606 M |
2606 M |
Take-off from intersection with S4W | |
|
27L |
2589 M |
2589 M |
2589 M |
Take-off from intersection with S4E | |
|
27L |
2441 M |
2441 M |
2441 M |
Take-off from intersection with N4W | |
|
27L |
2222 M |
2222 M |
2222 M |
Take-off from intersection with S5E | |
|
27L |
2091 M |
2091 M |
2091 M |
Take-off from intersection with N5E | |
|
27L |
2081 M |
2081 M |
2081 M |
Take-off from intersection with S5W |
| 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 |
|
09L |
Coded centre-line with five crossbars. 860 M Light intensity high |
Green Light intensity high With HI wingbars |
PAPI /3° 66 FT 417 M |
900 M |
Bi-directional colour coded 15 M spacing 3901 M length Light intensity high |
Bi-directional 60 M spacing 3901 M length White Light intensity high |
Red |
EDGE: On full length departures, the first 300 M of edge lights are red due to displaced threshold. | |
|
27R |
Coded centre-line with five crossbars. Supplementary lighting inner 300 M. 905 M Light intensity high |
Green Light intensity high With HI wingbars |
PAPI /3° 73 FT 469 M |
901 M |
Bi-directional colour coded 15 M spacing 3884 M length Light intensity high |
Bi-directional 60 M spacing 3884 M length White Light intensity high |
Red | ||
|
09R |
Coded centre-line with five crossbars. 939 M Light intensity high |
Green Light intensity high With HI wingbars |
PAPI /3° 65 FT 420 M |
899 M |
Bi-directional colour coded 15 M spacing 3660 M length Light intensity high |
Bi-directional 60 M spacing 3660 M length White Light intensity high |
Red |
EDGE: On full length departures, the first 300 M of edge lights are red due to displaced threshold. | |
|
27L |
Coded centre-line with five crossbars. 922 M Light intensity high |
Green Light intensity high With HI wingbars |
PAPI /3° 65 FT 420 M |
901 M |
Bi-directional colour coded 15 M spacing 3660 M length Light intensity high |
Bi-directional 60 M spacing 3660 M length White Light intensity high |
Red |
| 1 |
ABN/IBN location, characteristics and hours of operation | |
| 2 |
LDI location and lighting Anemometer location and lighting |
Anemometer: 09L: 512842.70N 0002848.27W (LGTD) - 27R: 512843.28N 0002619.54W (LGTD) - 09R: 512749.15N 0002839.36W (LGTD) - 27L: 512749.69N 0002621.49W (LGTD). |
| 3 |
TWY edge and centre line lighting |
CL: Green centre-line lights with selective switching on all taxiway routes. |
| 4 |
Secondary power supply/switch-over time |
Yes - CAT l/ll/lll. 1 second. |
| 5 |
Remarks |
Apron floodlighting. Obstacle lighting. |
| 1 |
Coordinates TLOF or THR of FATO, geoid undulation |
TLOF: 512744.27N 0002704.97W |
| 2 |
TLOF and/or FATO elevation |
TLOF: 75.4 FT |
| 3 |
TLOF and FATO area dimensions, surface, strength, marking, lighting |
TLOF: 18 M sided triangular aiming point. |
| 4 |
True BRG of FATO |
FATO: DIR 27: 269.48° |
| 5 |
Declared distance available | |
| 6 |
APP and FATO lighting |
FATO: DIR 27: |
|
Lighting: Aiming point No approach lighting. Helicopter aiming point is lit with 6 heliport low intensity omni-directional inset white lights. | ||
| 7 |
RMK |
Refer to AD 2.20 paragraph 5 for Helicopter Operations at Heathrow and AD 2-EGLL-4-1 for the Helicopter Crossing Operations chart. |
| 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 CTR 513611N 0004133W - 513611N 0001253W thence clockwise by the arc of a circle radius 12 NM centred on 512812N 0002713W to 512013N 0001255W - 512013N 0003800W - 512103N 0004236W thence clockwise by the arc of a circle radius 12 NM centred on 512812N 0002713W to 513611N 0004133W |
Upper limit: 2500 FT ALT Lower limit: SFC |
D |
HEATHROW RADAR English |
6000 FT |
See EGLL AD2.22, Flight Procedures, item 8 for details of Local Flying Areas. Hours: See AD 2.18. | |
|
LONDON CTR TMZ 513611N 0004133W following the line of latitude to - 513611N 0001253W thence clockwise by the arc of a circle radius 12 NM centred on 512812N 0002713W to 512013N 0001255W following the line of latitude to - 512013N 0003800W - 512103N 0004236W thence clockwise by the arc of a circle radius 12 NM centred on 512812N 0002713W to 513611N 0004133W |
Upper limit: 2500 FT ALT Lower limit: SFC |
D |
HEATHROW RADAR English |
6000 FT |
Procedures applicable to flights within the Transponder Mandatory Zone are detailed in GEN 1.5 paragraph 5.3 and EGLL AD 2.22. | |
|
LONDON HEATHROW ATZ A circle, 2.5 NM radius, centred at 512839N 0002741W on longest notified runway (09L/27R) |
Upper limit: 2000 FT AGL Lower limit: SFC |
D |
HEATHROW RADAR English |
6000 FT |
|
Service | Callsign | Channel(s) | SATVOICE number(s) | Logon Address |
Hours of Operation | Remarks |
|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
|
APP |
HEATHROW DIRECTOR |
119.730 MHz |
H24 |
ATZ hours coincident with Approach hours. | ||
|
120.400 MHz When instructed by ATC. |
H24 | |||||
|
121.500 MHz Emergency frequency O/R. |
H24 | |||||
|
127.525 MHz When instructed by ATC. |
H24 | |||||
|
134.980 MHz When instructed by ATC. |
H24 | |||||
|
TWR |
HEATHROW DELIVERY |
121.980 MHz Ground Movement Planning Departing aircraft are to make initial call to 'Heathrow Delivery' on this frequency. |
H24 |
Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information. | ||
|
HEATHROW GROUND |
121.705 MHz
DOC 5 NM/GND. |
As directed by ATC | ||||
|
121.855 MHz
DOC 5 NM/GND. |
As directed by ATC | |||||
|
121.905 MHz
DOC 5 NM/GND. |
As directed by ATC | |||||
|
HEATHROW TOWER |
118.505 MHz DOC 25 NM/4,000 FT. |
H24 | ||||
|
118.705 MHz DOC 25 NM/4,000 FT. |
H24 | |||||
|
121.500 MHz Emergency frequency O/R. |
H24 | |||||
|
124.475 MHz When instructed by ATC. |
H24 | |||||
|
RADAR |
HEATHROW RADAR |
121.500 MHz Emergency frequency O/R. |
H24 |
Outside the hours 0700-2030 (0600-1930) 125.625 MHz will be monitored by Thames Director: 0600-0700 (0500-0600) and 2030-2230 (1930-2130) or Heathrow Director: 2230-0600 (2130-0500). | ||
|
125.625 MHz
VFR and Special VFR flights in the London CTR and the London City CTR/CTA. |
H24 | |||||
|
127.525 MHz When instructed by ATC. |
H24 | |||||
|
ATIS |
HEATHROW INFORMATION |
113.750 MHz
DOC 60 NM/20,000 FT. |
H24 | |||
|
117.000 MHz
DOC 70 NM/20,000 FT. |
H24 | |||||
|
128.080 MHz DOC 60 NM/20,000 FT. |
H24 | |||||
|
ATIS DEP |
HEATHROW INFORMATION |
121.935 MHz DOC 5 NM/GND. |
H24 |
Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information. | ||
|
OTHER |
HEATHROW FIRE |
121.600 MHz
When instructed by ATC. |
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/LLZ III 0.43°E (2022) |
IAA |
110.300 MHz |
HO |
512839.71N 0002537.06W |
(RWY 09L) | |
|
ILS/GP |
IAA |
335.000 MHz |
HO |
512843.50N 0002850.43W |
(RWY 09L) | |
|
ILS/LLZ III 0.43°E (2022) |
IBB |
109.500 MHz |
HO |
512753.89N 0002541.63W |
(RWY 09R) | |
|
ILS/GP |
IBB |
332.600 MHz |
HO |
512748.97N 0002840.54W |
(RWY 09R) | |
|
ILS/LLZ III 0.41°E (2022) |
ILL |
109.500 MHz |
HO |
512753.14N 0002928.20W |
(RWY 27L) | |
|
ILS/GP |
ILL |
332.600 MHz |
HO |
512749.47N 0002620.00W |
(RWY 27L) | |
|
ILS/LLZ III 0.40°E (2022) |
IRR |
110.300 MHz |
HO |
512838.88N 0002937.39W |
(RWY 27R) | |
|
ILS/GP |
IRR |
335.000 MHz |
HO |
512843.83N 0002617.50W |
(RWY 27R) | |
|
VOR/DME 0.43°E (2022) 0.60°E (2022) |
OCK |
100X 115.300 MHz |
H24 |
511818.17N 0002649.86W |
200 FT |
RNAV Substitution Only. |
|
VOR/DME 0.41°E (2022) 0.80°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 R004-044. |
|
NDB 0.21°E (2022) |
WCO |
335.000 kHz |
H24 |
515110.51N 0005744.67W |
Range 30 NM. | |
|
NDB 0.27°E (2022) |
WOD |
352.000 kHz |
H24 |
512710.02N 0005243.68W |
Range 25 NM. | |
|
VOR/DME 0.16°E (2022) 0.40°E (2020) |
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 R250-085 and 40 NM/50,000 FT in Sector R000-035). |
|
NDB 0.34°E (2022) |
BUR |
421.000 kHz |
HO |
513108.44N 0004037.89W |
DOC: 15 NM except for Sector 340-020 where DOC is 30 NM | |
|
NDB 0.38°E (2022) |
CHT |
277.000 kHz |
HO |
513723.32N 0003106.87W |
Range 25 NM. | |
|
NDB 0.46°E (2022) |
EPM |
316.000 kHz |
HO |
511910.43N 0002219.12W |
Range 25 NM. | |
|
ILS/DME |
IBB |
32X 109.500 MHz |
HO |
512749.74N 0002730.90W |
93 FT |
(RWY 09R) |
|
ILS/DME |
ILL |
32X 109.500 MHz |
HO |
512749.74N 0002730.90W |
93 FT |
(RWY 27L) |
|
ILS/DME |
IRR |
40X 110.300 MHz |
HO |
512843.84N 0002732.51W |
99 FT |
(RWY 27R) |
|
ILS/DME |
IAA |
40X 110.300 MHz |
HO |
512843.84N 0002732.51W |
99 FT |
(RWY 09L) |
|
VOR/DME 0.59°E (2022) 0.40°E (2020) |
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 R260-075 and 60 NM/50,000 FT in Sector R315-345). |
|
VOR/DME 0.61°E (2022) 0.70°E (2022) |
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 0.78°E (2022) 1.20°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 0.40°E (2022) 0.30°E (2019) |
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 R355°-165°). DME DOC: 60 NM/50,000 FT (100 NM/50,000 FT in Sector R240°-000°). |
|
VOR/DME 0.65°E (2022) 0.90°E (2021) |
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). |
|
VOR/DME 0.36°E (2022) 0.70°E (2023) |
BNN |
84Y 113.750 MHz |
H24 |
514334.19N 0003259.10W |
558 FT |
VOR DOC: 20 NM/50,000 FT (30 NM/50,000 FT in Sector R329°-084° and 40 NM/50,000 FT in Sector R084°-119°). DME DOC: 60 NM/50,000 FT. |
Use governed by regulations applicable to the London CTR.
The following conditions and procedures apply to single-engined and light twin-engined aircraft not fully equipped with radio apparatus (including ILS receiver) as specified at GEN 1.5 but carrying at least the VHF RTF frequencies to permit communication with London (Heathrow) Airport Approach/Director/Radar, Tower and Ground Movement Control:
The flight must be made on a VFR or Special VFR clearance under the weather conditions and along the routes specified in the EGLL AD 2.22, paragraph 12.
The first VHF RTF communication with Approach Control must include the words 'Customs required' if the flight is an international one.
An operator which has not operated a scheduled service or a series charter service from Heathrow prior to 1 November 1992 shall only be permitted to commence a scheduled service or a series charter service from Heathrow to a destination which was not served from the airport by any operator in the twelve months prior to 1 November 1992 if any jet aircraft to be used meets the requirements ICAO Annex 16, Chapter 3.
When applying for permission to commence a service falling within the terms of this Condition, documents attesting that jet aircraft comply with Chapter 3 Noise certification standards must be produced. If these documents are not produced the aircraft will be regarded as a non Chapter 3 aircraft.
All flights are at all times subject to PPR within the terms of the Heathrow Rule 1 Traffic Distribution Rules 1991. The filing of a flight plan with NATS or receipt of an ATC clearance does not constitute permission to use London Heathrow.
Availability: H24, subject to the approval of the Director of Operations, Heathrow Airport Ltd, and the acceptance of the flight by the coordinator (Airport Co-ordination Ltd). For the purposes of this paragraph, Scheduled Flights shall mean: commercial passenger flights; commercial all-cargo flights; positioning flights to operate a planned commercial service or to undergo essential maintenance; ambulance flights; other non-commercial flights operated in support of commercial operations including but, not limited to, air tests, training flights, technical stops. Subject to paragraph (g), the airport may not be used by aircraft other than those engaged on Scheduled Flights unless:
prior written permission and a clearance number for each flight is obtained from the Director of Operations, Heathrow Airport Limited; and
a slot has been obtained in advance of each movement from the airport co-ordinator.
Applications for prior permission must be made in writing not more than 10 days and not less than 24 hours before the proposed flight to the Director of Operations, The Compass Centre, Nelson Road, Heathrow Airport, Tel: 020-8757 4470. Once permission has been granted to an operator for a particular operation, permission will be deemed granted on subsequent occasions provided there is no material difference in the type of operation (in such cases a further application for prior permission must be made as above) and provided that the Director of Operations shall not have revoked the permission, which he shall be able to do in his absolute discretion.
Applications for a slot must be made not less than 24 hours before the proposed flight, and should be addressed to the Manager, Airport Co-ordination LTD, by Tel: 020-8564 0613, Fax: 020-8564 0690, available during office hours; or by email: LONACXH@acl-uk.org.
Both applications must include the following information.
Aircraft owner/operator;
Aircraft type and registration;
Origin and/or destination;
ETA and ETD;
Number of passengers;
A handling agent (Airline Operator or Handling Agent based at Heathrow) is a requirement for all flights including general aviation and helicopter movements;
Purpose of flight.
Use is also subject to limitations imposed by Night Noise Restrictions (see current supplements).
For the purposes of this paragraph (g), 'General or Business Aviation' shall mean any air traffic not falling into any of the following categories:
Scheduled Flights (as defined in paragraph (f));
Air-Taxi Services which shall mean: non-scheduled air transport operations for hire or reward in the case of passenger air transport operations where the seating capacity of the aircraft used exceeds 10;
Official Flights which shall mean: any traffic engaged on the King’s flight or on flights operated primarily for the purpose of the transport of Government Ministers or visiting Heads of State or dignitaries from abroad.
Operators of General or Business Aviation aircraft may not operate at any time unless:
they obtain prior written permission to do so from the Director of Operations, Heathrow Airport Limited; and
they obtain a slot in advance of each movement also from the airport co-ordinator; and
irrelevant of their time of arrival and departure, they operate the movement (departure and arrival) to the approved slot time.
Those who fail to comply with (g) (i), (ii), or (iii), are liable to be prohibited from operating thereafter, unless the Director of Operations, Heathrow Airport Limited is satisfied that the movement amounted to an emergency or other circumstances beyond the control of the operator or the commander of the aircraft.
Applications for prior permission must be made in writing not more than 10 days and not less than 24 hours before the proposed flight to the Director of Operations, The Compass Centre, Nelson Road, Heathrow Airport, Tel: 020-8757 4470. Once permission has been granted to an operator for a particular operation, permission will be deemed granted on subsequent occasions provided there is no material difference in the type of operation (in such cases a further application for prior permission must be made as above) and provided that the Director of Operations shall not have revoked the permission, which he shall be able to do in his absolute discretion.
Applications for a slot must be made not less than 24 hours before the proposed flight, and should be addressed to the Manager, Airport Co-ordination LTD, by Tel: 020-8564 0613, Fax: 020-8564 0690, available during office hours; or by email: LONACXH@acl-uk.org.
Aircraft owner/operator;
Aircraft type and registration;
Origin and/or destination;
ETA and ETD;
Number of passengers;
A handling agent (Airline Operator or Handling Agent based at Heathrow) is a requirement for all flights including general aviation and helicopter movements;
Purpose of flight.
Flights for recreational, commemorative, charity and record breaking purposes, light twin engined private aircraft and all light single engined aircraft will not be permitted to use the airport. 'Light aircraft' shall be defined as any aircraft that has a maximum gross take-off weight of 12,500 lb (5,670 KG) or less.
Diversion Procedure – Airline and other operators are requested to resist filing London Heathrow as an alternate. However, where this is unavoidable, they are required to have made arrangements for ground handling with an airline from the appropriate terminal. It should be noted that during the night, ground handling facilities are very limited without prior arrangement. Nothing in this procedure shall, however, prevent an aircraft that has declared an emergency from landing.
The operation of the Antonov An225 is subject to prior approval of the Airside Operations AfDM, Tel: 0208-745 7373.
Fixed-wing and rotary aircraft using London Heathrow Airport do so in accordance with the Heathrow Conditions of Use document. A copy of the document is available at www.heathrowairport.com.
In order to provide a stable and deliverable schedule during times of disruption Heathrow Airport Ltd, in agreement with the AOC and Airline Operators (AOs), has developed the following mechanisms to assist with both short term and longer-term disruption. These interventions aim to minimise the impact of disruption to passengers and the local community, whilst providing participating airlines with the ability to pre-tactically cancel flights in advance of expected disruption and thus minimise the risk of tactical cancellations. Interventions are managed on behalf of Heathrow Airport by the Aircraft Operations Duty Manager (AODM). The AODM is available H24 via tel +44(0)208-757 3501.
Level One intervention – tactical tools and methodologies used to minimise the impact of short term capacity issues. These are applied under BAU conditions;
Level Two intervention – When inclement weather is forecast the AODM, in conjunction with ATC, will assess the risk to the normal operations of the airfield. If disruption is expected the AODM will convene a conference call with the top 23 airlines (in terms of ATMs) where it may be agreed that airlines are required to make a pre-tactical reduction in their schedules. Heathrow may also decide not to accept diversions during a period of disruption, and ad-hoc slots may be suspended. All outcomes will be communicated via NOTAM. Airport Coordination Limited (ACL) is responsible for monitoring the utilisation of slots and applying the “use it or lose it” (80:20) rule as required under the European Union Regulation 95/93 amended by 794/2004. ACL will review each activation of the Demand v Capacity process on a case by case basis. ACL will look favourably on those air carriers that comply with the request by the airport to cancel in advance of predicted disruption following the issuing of a NOTAM and will provide alleviation for 80:20. ACL will review cancellations that occur in the same way it would for any other disruption, which may lead to further alleviations.
Level Three intervention – if inclement weather is forecast for a more prolonged period (generally in excess of 24 hours) or if the airport has experience a loss of critical resource, systems or infrastructure and disruption is expected to last for greater than 24 hours the Head of Operations would instigate Heathrow Airport Demand and Capacity Balancing (HADACAB). A conference call is held with the top 50 airlines (in terms of ATMs) and under the Terms and Conditions of use of Heathrow a schedule reduction is mandated. Such reductions are also considered for 80:20 alleviation. Generally, a Level Three Intervention is preceded by a Level Two intervention.
Level Four intervention – in the event of the loss of a significant asset or processing agent (including staff) resulting in disruption that is expected to last for a prolonged period (such as loss of terminal, loss of runway) then the Head of Operations would instigate Heathrow Airport Demand and Capacity Balancing (HADACAB). A conference call is held with all airlines and under the Terms and Conditions of use of Heathrow a schedule reduction is mandated. Such reductions are also considered for 80:20 alleviation. A Level Four intervention may not necessarily be preceded by a Level Two or Three intervention.
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. Some vehicles are permitted to operate on taxiways without being under positive control from ATC. These vehicles are said to be ‘free ranging’ and must give way to aircraft at all times, maintaining a listening watch on the relevant GMC frequency.
Directions issued by ATC should be followed specifically. RTF transmissions must be brief, concise and kept to the minimum number.
Within the Movement Area, pilots will be cleared to and from the aircraft stands under general direction from GMC. Pilots are reminded of the extreme importance of maintaining a careful lookout at all times.
Pilots are to use the minimum power necessary when manoeuvring on the taxiway system. This is of particular importance when manoeuvring in the apron cul-de-sacs, where jet blast can affect adjacent stands.
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 they are 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.
In promulgated holding areas, ATC may require aircraft to pass each other. Avoidance of other aircraft is the responsibility of the flight crew involved. If doubt exists as to whether other aircraft can be safely overtaken, aircraft must stop, advise ATC, and request ATC for alternative instructions.
Heathrow Airport is equipped with an advanced surface movement radar utilising Mode-S.
Aircraft operators intending to use London Heathrow Airport should ensure that Mode S transponders are able to operate when the aircraft is on the ground.
Flight crew should select XPDR, or equivalent, AUTO if available, and the assigned code:
From the request to push back or taxi, whichever is earlier;
After landing, continuously until the aircraft is 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 push back or taxi, whichever is earlier, through the FMS or the Transponder Control Panel.
Pilots are required to inform Heathrow Delivery if the aircraft livery conflicts with the aircraft callsign.
For the safety of ground personnel, flight crews are requested not to flash or illuminate nose gear lights whilst on stand without prior warning to ground crew.
Manoeuvring Area
The manoeuvring area designation system is illustrated on page AD 2-EGLL-2-1. The taxiway designation system uses alphabetical letters to identify main taxiways. Stub taxiways that connect main taxiways are designated as 'Link'. The runway holding areas have named reporting points. Entrance/exits for the runways have alpha/numeric designations'.
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;
Yellow painted special holding position lines related to runway protection in CAT ll/lll;
Green taxiway centre-line lights and red stopbars controlled from the Tower;
(aa) During the hours of darkness or reduced visibility. Aircraft may be requested to ‘follow the greens’, in addition to being given a verbal clearance limit. This means aircraft should follow the green centre-line lights, until either the verbal clearance limit or a red stop bar is reached. Aircraft should not proceed past a verbal clearance limit without ATC approval, even if no red stop bar exists.
(bb) During daylight hours red stop bar lights will be illuminated at each runway entry point. Aircraft must not proceed past until the stop bar is extinguished and ATC permission is received. No green centre-line lights are provided during daylight hours.
An illuminated red stopbar means STOP. Aircraft must not proceed until the stopbar is extinguished and ATC permission is received;
Runway Guard Lights: Pairs of alternately flashing ground mounted yellow lights at each side of the taxiways, where they connect with a runway, operate H24.
Ground movement of large aircraft:
A380 aircraft – taxiway routes available to the A380 are shown on chart AD 2-EGLL-2-3, marked in yellow. In addition, B747-800 aircraft are permitted to use taxiway Sierra west of S6 and Link 41. Reduced ‘taxiway centre-line to object clearance’ of 49 M applies on the following taxiways: Bravo between Foxtrot and Link 11; Echo between Bravo and Link 36; Whiskey between Sierra and Tango; Sierra between SY6 and Tango. Reduced clearance of 47.5 M to an airside road to the east of Taxiway Alpha at MORRA. Pilots are to ensure that aircraft remain on the taxiway centre-line at all times, it is recommended that judgemental steering is used at all times when manoeuvring on the taxiways. Pilots are to use minimum power when manoeuvring in Terminal 4.
Pilots of Code E aircraft must exercise caution when using Taxiway Sierra between Reporting Point SY6 and Taxiway Z as wing tip clearances to the south are minimal.
All B747/400 aircraft on Taxiway Zulu must be under tow.
A340-600 and B777-300 aircraft - it is recommended that flight crews use judgemental steering at all times when manoeuvring on the taxiways. These aircraft are not permitted to use the following route; Eastbound on Taxiway Sierra at NESSY - turning right onto Link 41 to face west and vice-versa.
Pilots of B747, B777, B787, A340, A350 and Code F aircraft are not permitted to route north on Taxiway Tango turning left on Taxiway Sierra facing west under power.
Code E taxiway-taxiway separation of 80 M is not met as follows: Taxiways Alpha-Bravo between Hotel and AY5.
Code E taxiway to stand, or taxiway to object separation of 43.5 M is not met to the east of Taxiway Foxtrot between F1 and Taxiway Golf (42.5 - 43 M), and to the south of Taxiway Sierra between SY6 and Taxiway Z (37 M).
Code F taxiway to stand, or taxiway to object separation of 51 M is not met to the south of Taxiway Bravo (N) between stands 336 and 357 (49 M).
Taxiway Yankee between HANLI and Taxiway Alpha is restricted to aircraft with a maximum size of Code C.
Link 56 restricted to aircraft with a maximum size Code D.
Engine Ground Running
Accountability for the control of ground noise at Heathrow rests with Heathrow Airport Limited (HAL). Various restrictions regarding aircraft operations are related to the planning conditions (as amended) for Terminals 4 and 5. In addition, the running of Auxiliary Power Units is controlled.
Operations at Terminal 4
Stands 401-403 and 429-432, except in an emergency, between 2330 (2230) and 0600 (0500); no use of aircraft engines shall be permitted to, from or onto these stands;
Taxiway route ‘S’ east of ‘V’ apron or through ‘Link 41’ to S1 and reverse. Aircraft are prohibited from accessing and departing from the terminal site by taxiing on the route above between 2330 (2230) and 0600 (0500) except in an emergency or as a consequence of essential maintenance work on the alternative access routes.
Operations at Terminal 5
Between 2330 (2230) and 0600 (0500):
Aircraft arriving at Terminal 5 and those scheduled to depart in that period, will use stands closest to the centre of the site in preference to outer stands;
Taxiing operations to the north and south of the T5 application site will be restricted to inner taxiways only, except in an emergency or for the maintenance of the runway and taxiway system.
Hierarchy of power sources
The following hierarchy of power sources must be followed:
FEGP - to be used whenever supplied and serviceable;
GPU - only to be used when FEGP is not supplied or the unit is unserviceable;
APU - only to be used when neither FEGP nor GPU is supplied or both units are unserviceable.
Auxiliary Power Units (APU) procedures
APU must be shut down at the earliest opportunity on arrival on stand.
APUs are not permitted to be used between 2330-0600 (2230-0500) on:
Cargo Area stands 601-609 and 611-616;
Stands 401-403 and 429-432, except in an emergency.
No APU is to be left running unless either a qualified person is in attendance or the APU has both an auto-shut down and auto-extinguishing facility.
Restrictions on the use of APUs are:
|
Before Scheduled Time of Departure - start |
Arrival terminating operation - shut down | |
|
Narrow Body Aircraft |
No more than 15 minutes † |
10 minutes after arrival on stand † |
|
Wide Body Aircraft (B747, B767, B777, B787, MD11, A300, A310, A330, A340) |
No more than 30 minutes † Or not more than 60 minutes prior to departure when the FEGP has not been upgraded to provide enough power to support the Flight Management Systems |
10 minutes after arrival on stand † |
|
A380 |
No more than 60 minutes † |
15 minutes after arrival on stand † |
† Exemptions to these restrictions are:
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 movements.
When the planned towing movement as specified under 1 is delayed due ATC, then the APU may be left running.
Where no fourth FEGP plug is available on stand, A380 aircraft are permitted to use a GPU to support FEGP usage.
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 30 minutes before STD.
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 60 minutes before STD.
When the external air temperature is below 5°C or above 25°C as stated on the ATIS, then the APU restriction for A380 aircraft is extended to 90 minutes before STD.
If an Airline wishes to make use of the Engine Ground Run pens they should contact British Airways maintenance control on 020-8513 0880. Requests will only be accepted when there is spare capacity.
Runway Crossing Procedure (Runway 09R/27L)
Aircraft and vehicles which are required to cross active runways will be issued instructions by the Ground Movement Controller, which will include a holding point as a clearance limit, at which the aircraft or vehicle will be required to hold short of the active runway.
When reaching the clearance limit specified in the taxiing instructions, the aircraft or vehicle will be instructed to change frequency to that of the Air Controller of the appropriate runway.
After crossing the runway and having reported 'runway vacated' with the Air Controller, the aircraft or vehicle will be instructed to revert to the GMC frequency for further clearance. In the absence of further clearance pilots should turn onto the first available taxiway and come to a stop.
Start-up Procedures
General
ATC are responsible for clearance delivery as a separate function from Ground Movement Control (GMC). Pushback approval must be obtained from GMC. Pilots who wish to start engines on stand must request permission from GMC. Pushback approval includes permission to start engines during pushback.
Pilots are to report their aircraft type, stand number, QNH and the identification letter of the received ATIS information on first contact with 'Heathrow Delivery'.
All jet aircraft are to advise ATC if, for any reason, they are unable to accelerate after noise abatement procedures to 250 KT.
Any jet aircraft with a minimum clean speed of greater than 250 KT must inform Heathrow Delivery.
All non 833 KHz equipped aircraft should contact ATC on the published number to obtain ATC clearance and weather information.
Airport - Collaborative Decision Making (A-CDM)
TOBT/TSAT
(aa) Pilots should take note of the TSAT which they receive from their AO/GH or ATC and comply with it;
(bb) If TOBT or TSAT can no longer be met, at any time, then TOBT must be updated by AO/GH;
(cc) Pilot should ensure that the flight is ready to depart at TOBT (window of -5 to +5 minutes).
Start Request - Heathrow Delivery
(aa) Pilot should report ready to Heathrow Delivery at TOBT (window of -5 to +5 minutes);
(bb) ATC will then approve start or in the case of a delay will advise the TSAT;
(i) Pilots to monitor the frequency from this point, as TSAT can improve up to TOBT;
(ii) Start approval will be issued, based on TSAT and the prevailing traffic situation;
(iii) Pilots will be informed of an ATC delay to TSAT in excess of 5 minutes.
(cc) If at TOBT + 5 minutes ATC have not received a start up request the aircraft may lose its position in the sequence.
(i) ATC will advise the pilot that a new TOBT is required;
(ii) Once the new TOBT is entered the flight will be re-sequenced according to a new TOBT, with a subsequent delay;
(iii) The aircraft will not be allowed to depart until a valid TOBT is entered and revised TSAT given and complied with.
Pushback Request - Heathrow Ground
(aa) Pushback/Start clearance must be requested from Ground no later than 5 minutes after being transferred from Delivery;
(bb) If unable to meet this constraint, the aircraft will not be allowed to pushback. A valid TOBT must then be issued by the AO/GH and ATC will then issue a revised TSAT.
Remote Holding Request
(aa) If an eligible AO is aware of a CTOT and wishes to take the delay on a taxiway rather than on the stand, then they should contact the Tower Supervisor by telephone to arrange it;
(bb) In this instance, the TSAT will be adjusted to allow the aircraft to be transferred to GMC earlier for the remote hold.
Aircraft De-icing Requirements.
(aa) Annually, Heathrow publishes an Aircraft De-icing Plan (HADIP). All airline operators should ensure that they have read and understood this document. A copy of the plan can be downloaded from www.heathrow.com/airside.
(bb) During periods of high demand for de-icing, Heathrow activates the A-CDM ‘Winter Module’ which includes aircraft de-icing rig allocation capability.
(cc) In order to request de-icing, pilots should follow their company’s standard procedure. In accordance with Heathrow’s de-icing plan, operators will enter the requirement for de-icing into A-CDM, which will ensure that de-icing resources are allocated appropriately. If the aircraft is to be de-iced remotely, operating companies will pass this information to pilots prior to push. Remote de-icing facility locations are shown on chart AD 2-EGLL-2-8.
(dd) When doors are closed and ready to commence de-icing on gate, pilots must call Heathrow Delivery stating “Ready for de-icing”. This call must be made at +/- 5 minutes from TOBT.
(ee) Once de-icing on the gate is complete, pilots should call Heathrow Delivery again, stating 'De-icing complete, ready to push and start'.
(ff) Pilots who have been allocated a remote de-icing area should contact Heathrow Delivery, stating 'Ready to push and start for remote de-icing'.
Clearance Delivery
ATC departure clearances may be obtained by Voice RTF or Data link Departure Clearance Service (DCL) (via SITA or ARINC (623)).
Voice RTF
(aa) Between 0630 (0530) and 1400 (1300) and between 1500 (1400) and 2200 (2100), pilots may call for ATC clearance up to 15 minutes prior to be being fully ready to push-back.
Datalink Departure Clearance Service (DCL) (via SITA or ARINC (623))
(aa) The DCL service is available from EOBT -25 until EOBT +15 minutes.
(bb) DCL Clearances will not be issued if requested later than EOBT +15 minute. Successful clearances must be ACCEPTED within 5 minutes of receipt or a 'Revert to voice' message will be received.
(cc) If any data errors are detected by the system or the controller a 'revert to voice' message will be received.
(dd) If the attempt to obtain a clearance is unsuccessful the aircraft should revert to voice RTF.
(ee) Further details of the DCL service may be obtained from ATC operations on + 44 (0)208-750 2621.
(ff) Regardless of clearance source, departing aircraft must report their aircraft type, stand number, QNH and the identification letter of the received ATIS information to 'Heathrow Delivery' when fully ready for pushback and start.
(gg) In strong crosswind conditions (crosswind component above 35 knots), pilots are requested to advise Ground Movement Planning, on start-up, of their aircraft crosswind limitations. This is to enable better tactical planning at the Runway Holding point and a more efficient departure rate. In those conditions, this requirement will be confirmed through ATIS broadcast and NOTAM (if sufficient time allows).
RVR below 400 M
When the RVR is below 400 M pilots are not to request start-up clearance until the reported RVR is equal to or greater than the appropriate value in the following table:
|
AIRCRAFT TAKE-OFF MINIMA |
MINIMUM RVR FOR START-UP CLEARANCE |
|---|---|
|
350 Metres RVR |
300 Metres RVR |
|
300 Metres RVR |
250 Metres RVR |
|
250 Metres RVR |
200 Metres RVR |
|
200 Metres RVR |
150 Metres RVR |
|
150 Metres RVR |
150 Metres RVR |
|
100 Metres RVR |
100 Metres RVR |
|
75 Metres RVR |
75 Metres RVR |
It is emphasised that these measures will apply only when the reported RVR is below 400 M and the co-operation of all pilots is sought in maintaining the safety level in low minima operations.
During busy periods (normally following disruption), aircraft that are fully ready may be transferred to 'Heathrow Planning' prior to GMC. The 'Planning' controller will determine the order that start approvals are issued and will issue expected start times accordingly. Pushback approval must be obtained from GMC.
Push-back procedure
Following push-back from cul-de-sac stands, all aircraft must be pulled forward to a minimum of 100 M from the blast screen (indicated by a painted mark on the taxiway centre-line) before disconnecting the tug. Due to exhaust fume ingestion within the buildings at the ends of each cul-de-sac, engine start-up must be delayed until the aircraft has reached the 100 M point. Pilots should be aware that, in order to maximise capacity within the Kilo (S) Cul-de-sac, push-back clearances provided by ATC may include reference to a numbered ‘Tug Release Point’ TRP 1, TRP 2 or TRP 3, which should be passed to ground crew along with the clearance. Ground handlers will understand these clearances and perform the push accordingly.
Before flight crew calls for push-back they must ensure that the tug driver is in the tug, ready to push, and able to listen to the communication with ATC.
Flight crews should only illuminate aircraft anti-collision lights following engine start or push back clearance from ATC.
Departures – Minimum Runway Occupancy Time
On receipt of line-up clearance pilots should ensure, commensurate with safety and standard operating procedures, that they are able to taxi into the correct position at the hold and line up on the runway as soon as the preceding aircraft has commenced its take-off roll.
Pilots in receipt of a conditional line up clearance on a preceding departing aircraft (for example; ‘ABC123 behind the departing Sky Train A330, line up Runway 27L behind’ ) should remain behind the subject aircraft but may cross the runway holding point (subject to there being no illuminated red stop bar) and enter the runway upon receipt of the clearance. There is no requirement for the subject aircraft to have commenced its take-off roll before entering the runway. Pilots must be aware that there may be a blast hazard as the aircraft on the runway applies power.
Pilots in receipt of a conditional line up clearance on a preceding arriving aircraft (for example; ‘ABC123, behind the landing Sky Train A330, line up Runway 27L behind’) may cross the runway holding point (subject to there being no illuminated red stop bar) as soon as the landing aircraft has passed the runway entry point.
Pilots are advised that there is an increased risk of Runway Incursions when holding at N11 and NB11. Pilots may mistakenly believe that when on reaching the front of the queue, they have been given permission to line up in turn. Pilots are to be extra vigilant as to whether they have received a line-up clearance from ATC and seek confirmation where there is doubt.
Pilots who require to back-track the runway (including line up from N2W onto Runway 27L) must notify ATC prior to arrival at the holding point.
Whenever possible, cockpit checks should be completed prior to line up and any checks requiring completion whilst 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.
Pilots not able to comply with these requirements should notify ATC as soon as possible once transferred to Heathrow Tower Departures Frequency.
Intersection Departures
Runway 27R; A4; Runway 27L, N3 and S3, Runway 09R; N8 and N10 are NOT, for the purposes of wake turbulence, considered by ATC to be intersection departures.
Pilots in receipt of a conditional line up clearance holding at an intersection (for example; ‘ABC123, behind the departing Sky Train from the full length, line up Runway 27L via NB3 behind') should remain behind the runway holding point until the subject aircraft has passed the intersection at which they are holding.
Reduced Engine Taxi
Whenever operationally and safely feasible, all aircraft are requested to shut down as many engines as possible while taxiing and holding on the ground, EXCEPT in the following circumstances:
aa. By any aircraft that is required to cross an active arrival runway;
bb. By any aircraft exiting T and turning west onto S, Link 44 and Link 42 due to jet blast;
cc. By B777 variants in G and H due to jet blast;
Pilots who intend to execute Reduced Engine Taxi on departure MUST report their intention to Heathrow Delivery on first contact by data link or if not possible by RT. This is essential for safety and operational reasons.
In the apron areas minimum engine power shall be used as far as possible, and use of reverse thrust for manoeuvring to and from a stand is not permitted.
Any aircraft with a CTOT should plan Reduced Engine Taxi to be ready for departure at CTOT - 5 minutes. This is essential for ATC sequencing.
Runways 09R, 09L, 27R and 27L, subject to serviceability of the required facilities, are suitable for Category ll and lll operations.
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 Arrival and Departure ATIS or by RTF. ATC Low Visibility Procedures will only be applied when the RVR is less than 600 M.
The ILS on the departure runway will be turned off when the IRVR is greater than 250 M. Pilots requiring the ILS for departure when the IRVR is in the range 275 M to 550 M must inform Heathrow Delivery.
Arriving Aircraft: Surface Movement Guidance and Control System (A-SMGCS) is normally available and all runway exits will then be illuminated. Pilots should select the first convenient exit.
Pilots are to delay the call 'runway vacated' until the aircraft has completely passed the end of the green/yellow colour coded taxiway centre-line lights.
When Low Visibility Procedures are in force a much reduced landing rate 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:
|
IRVR (M) |
Expected landing Rate |
|---|---|
|
Between 1000 and 600 |
34 |
|
Between 600 and 150 |
24 |
|
Less than 150 |
Less than 20 |
Pilots are warned, when landing on Runway 27R in strong southerly/south westerly winds, of the possibility of building-induced turbulence and large windshear effects.
Similarly, Runway 27L arrivals may be affected by winds with a strong Northerly component. Building-induced turbulence may be experienced at the mid sections of each runway from winds with a strong Southerly, or strong Northerly component.
Electricity pylons running on a line NE/SW and 2.6 NM W from ARP at 182 FT AAL/262 FT AMSL.
Paramotor activity at Elm Farm, within the London CTR. Activity is restricted to 1000 FT AMSL within a circle of radius of 0.75 NM centred on 512151.00N 0001929.00W.
Model aircraft club activity within Heathrow FRZ. Activity is restricted to 475 FT AMSL within a radius of 0.16 NM centred on 512915.5N 0002459.79W.
Model aircraft club activity within Heathrow FRZ. Activity is restricted to 292 FT AMSL. The area of operation of the Small Unmanned Aircraft (SUAs) will be contained in a semi-circle of radius 0.157 NM radiating to the north, with the straight-line end points being located at 512923.9N 0002657.3W and 512922.5N 0002645.1W.
Cranes operating within an area bounded by co-ordinates:
513026N 0002321W - 513028N 0002327W - 513027N 0002329W - 513029N 0002328W.
Maximum elevation restricted to 328 FT AMSL. Height 223 FT AGL. Cranes will have obstruction lighting.
General
Normal Flight Priority (defined in CAP 493 Manual of Air Traffic Services) helicopter arrivals, departures and overflights of Heathrow are only permitted on a VFR clearance provided that the Heathrow reported visibility is 5 KM or greater and the reported cloud ceiling 1500 FT or greater.
Special VFR helicopter overflights, along with arrivals and departures via H9 south of Heathrow, are permitted provided that the Heathrow reported visibility is 2 KM or greater and cloud ceiling 600 FT or greater. SVFR helicopter overflights, arrivals and departures are normally restricted to High Flight Priority (A-E) helicopters.
Helicopter operations at Heathrow commence and terminate at Sipson to the north and Bedfont or Feltham to the south. Helicopters must hold at these points unless instructed otherwise by ATC. See chart AD 2-EGLL-4-1.
Whilst holding at Sipson or Feltham, helicopters are separated for both ATC and wake turbulence purposes from fixed wing aircraft landing on, departing from, or executing missed approaches to all runways.
When the meteorological conditions exist for VFR flight (detailed in (i)), helicopters approaching the airfield from the south will be held at Bedfont. These helicopters will be separated for wake turbulence but pilots must remain in visual contact with aircraft on approach to 27L. Pilots are warned that missed approach aircraft will turn left at 1000 FT AAL.
When the meteorological conditions do not exist for VFR flight (detailed in (i)), helicopters may require IFR separation and will be held at Feltham to the south. Integration of this traffic will require an increased gap in the IFR arrival stream and the helicopter may incur a significant delay.
Helicopters are not to cross Heathrow below altitude 800 FT.
There are occasions when the departure runway is required for landing traffic. This will also incur extra delay as the helicopter crossing procedures cannot be carried out with aircraft inbound to both runways simultaneously.
Crossing procedures Runways 27L/R
Helicopters will normally be instructed to cross the departure runway to the east of the threshold. See chart AD 2-EGLL-4-1.
When a suitable gap in the landing stream exists, ATC will pass traffic information on a fixed-wing landing aircraft and issue a crossing clearance behind. The helicopter will cross in the gap after the subject aircraft as close to the threshold as practicable and as expeditiously as possible. Once clear of the runway, route to the east of the departure runway and resume the route to Sipson/Bedfont as appropriate to hold, unless otherwise instructed by ATC.
Where the departure runway is crossed first, holding prior to crossing the landing runway will be permitted between the two main runways. For aircraft in a holding pattern, this operation must take place between the departure threshold and a line drawn east-west through the southern edge of the Virgin hangar. Chart AD 2-EGLL-4-1 refers. (The hangar has Virgin on all sides and is to the east of the fire training ground where the green ‘aircraft’ is sited). No helicopter is to cross this line until a clearance to cross the landing stream is received. Having crossed the landing runway route to Sipson/Bedfont as appropriate to hold, unless otherwise instructed by ATC.
In the event of a loss of communication, see paragraph e.
Crossing procedures Runways 09L/R
The northbound route for helicopters is: Bedfont-Stanwell-West of Terminal 5-Longford-Sipson. See chart AD 2-EGLL-4-1.
If there is inbound traffic to 09R, helicopters will be instructed by ATC to route Bedfont-Stanwell. The pilot will be instructed to hold at Stanwell and will wait for a suitable gap in the approach. If there is no 09R inbounds, helicopters will be routed Bedfont-Stanwell-hold West of Terminal 5. This operation is to take place between the departure threshold and a line drawn east-west through the mid-point of Terminal 5 main building. Chart AD 2-EGLL-4-1 refers. No helicopter is to cross this line until a clearance to cross the 09L landing stream is received. When a suitable gap in the 09L landing stream exists, ATC will pass traffic information on a fixed-wing aircraft and issue a crossing clearance behind. The helicopter will cross in the gap as close to the runway threshold as possible. Once clear of the landing stream, route Longford-Sipson to hold, unless otherwise instructed by ATC.
The southbound route for helicopters is: Sipson-Longford-West of Terminal 5-Stanwell-Bedfont. See chart AD 2-EGLL-4-1.
Helicopters will be instructed by ATC to route Sipson-Longford to hold. When a suitable gap in the 09L landing stream exists, ATC will pass traffic information on a fixed-wing landing aircraft and issue a crossing clearance behind. The helicopter will cross in the gap as close to the runway threshold as possible (this may be before Longford) and as expeditiously as possible. Once south of the runway the helicopter will route to the west of Terminal 5 and re-join the route; West of Terminal 5-Stanwell-Bedfont (and must remain west of 09R). If there is inbound traffic on the approach of 09R no clearance will be issued beyond Longford. On completion of the route, hold at Bedfont unless instructed otherwise by ATC.
Longford and Stanwell are separated for both wake vortex and ATC visual separations only. Whilst helicopters are transiting between Bedfont and Sipson and vice versa, traffic information will be passed to fixed-wing aircraft for the relevant runway.
In the event of a loss of communication, see paragraph e.
Landing and Departing Procedures.
All helicopters to and from Heathrow are subject to PPR.
Inbound and outbound helicopters will routinely use the helicopter aiming point (HAP). Procedures to/from the HAP are visual to/from Bedfont. If prevailing weather conditions do not permit this, see Paragraph a (ii), Feltham will be used and standard separation will apply.
If inbound from/outbound to the north, the helicopter will be instructed by ATC to cross both runways from/to Bedfont or Feltham, see paragraphs b or c.
When instructed to route to the HAP from Bedfont or Feltham, or vice versa, remain south of 27L/09R at all times.
A 4 minute wake vortex separation exists for all helicopter movements to/from the HAP subsequent to any A380 departures to/from 27L/09R.
The helicopter aiming point is located on the taxiway area east of Link 43. It is marked with an 18 M sided triangle with a conventional 'H'. This aiming point is lit and available for use throughout operational hours. The take-off and climb surface has been protected to 8% to the east and west of the aiming point (see Chart AD 2-EGLL-4-1). Pilots are advised of the presence of a radar tower located on grass area 170 M east of the aiming point. Tower height 31 FT AAL/107 FT AMSL.
Caution must be exercised when using this aiming point which is on a live taxiway.
Helicopters alighting at the aiming point will ground or air-taxi to the parking areas as directed by ATC.
Loss of Communications Procedures
If no onward clearance has been received before reaching, or when holding at, Sipson or Bedfont, reverse track and leave the CTR via: H2-H10-Cookham if approaching Sipson or H9 if approaching Bedfont.Do not attempt to cross London Heathrow Airport.
For helicopters overflying or landing at London Heathrow Airport.
Between Sipson and Bedfont:
aa if the landing runway has already been crossed, cross the departure runway downwind of the threshold, exercising extreme caution with regard to possible landing traffic; and leave the CTR via H2-H10-Cookham or H9 to the south as appropriate.
bb if the departure runway has been crossed, with instructions given to hold at the Virgin hangar or West of Terminal 5 to, reverse track and to cross the departure runway downwind of the threshold, exercising extreme caution with regard to the possibility of landing traffic; and leave the CTR via H2-H10-Cookham or H9 to the south as appropriate.
If landing at London Heathrow Airport by day or night, and having crossed the runways, if necessary as detailed above:
aa Proceed to hold at Bedfont;
bb Wait for the Helicopter Aiming Point to illuminate;
cc Land with caution and await Leader vehicle escort.
Note: the selection of squawk 7600 will alert Air Traffic Control to your RTF failure.
Preferential Runway System
In weather conditions when the tail wind component is no greater than 5 knots on the main Runway 27R and 27L, these runways will normally be used in preference to Runways 09R and 09L, provided the runway(s) surface is dry.
Pilots who ask for permission to use the runway into wind when, in accordance with these procedures, Runway 27R or 27L are in use, should understand that their arrival or departure may be delayed.
Departures - Wake Turbulence Separation
Wake turbulence separations are applied in accordance with the RECAT-EU departure separations. The separations applied are described in EUROCONTROL document 'RECAT-EU European Wake Turbulence Categorisation and Separation Minima on Approach and Departure'. On departure, when in receipt of line up clearance, the pilot must inform ATC if greater wake turbulence separation than the minimum specified will be required behind the preceding aircraft. Failure to do so may result in additional delay.
Arrivals – Minimum Runway Occupancy Time
Pilots are reminded that rapid exit from the landing runway enables ATC to apply minimum spacing on final approach that will achieve maximum runway utilisation and will minimise the occurrence of 'go-arounds'.
Landing aircraft are to vacate expeditiously. All arrivals are to ensure that they are fully vacated before stopping.
Runway Vacation Guidelines
Due to the High Intensity Runway Operations at Heathrow it is necessary to ensure pilots adhere to the following guidelines.
A380 pilots are reminded that a long landing roll will infringe the Extended Instrument Landing System Localiser Critical Area. This increases the likelihood of the following aircraft having to break off its approach if unable to continue visually. Pilots are advised that the furthest preferred exit for each runway is as follows: 09L - A5; 09R - S4E and N4E; 27L - S6 and N7; 27R - A11.
Aircraft lands but cannot contact Heathrow Ground due to RTF congestion: In this case the pilot should completely vacate the landing runway and taxi into the first taxiway available. The pilot should then hold position until contact with GMC can be established.
Aircraft Separation
In certain weather conditions 2.5 NM radar separation may be applied on final approach. The conditions when this separation may be utilised are:
Visibility and cloud ceiling equal to or better than 10 KM and 1500 FT with a minimum recommended headwind component of approximately 10 KT.
Braking action is good.
When aircraft involved in the procedure are being operated normally. It is the pilot's responsibility to inform ATC if they are operating their aircraft other than in the normal manner.
Speed on final approach and 2.5 NM separation from preceding traffic must be stabilised by 8 NM.
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) Heathrow 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 Heathrow 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:
1 This notice may be cited as the Heathrow Airport – London (Noise Abatement Requirements) Notice 2010 and shall come into operation on 1 July 2010.
2. The Heathrow Airport – London (Noise Abatement Requirements) Notice 2004 (d) is hereby revoked.
3 It shall be the duty of every person who is the operator of any aircraft which is to take off or land at Heathrow 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:
1. 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.
2. The sites of the noise monitoring terminals relating to Heathrow Airport – London are:
|
Description |
OS Co-ordinates |
Elevation above aerodrome |
Latitude |
Longitude |
|---|---|---|---|---|
|
Site 6: Thames Water, Wraysbury |
TQ 0204 7510 |
-6 M |
*512756N |
0003157W |
|
Site 19 (A): Colnbrook |
TQ 0263 7700 |
-4 M |
*512857N |
0003124W |
|
Site 18 (B): Poyle |
TQ 0278 7647 |
-4 M |
*512840N |
0003117W |
|
Site 17 (C): Horton |
TQ 0219 7566 |
-6 M |
*512814N |
0003148W |
|
Site 15 (D): Coppermill |
TQ 0197 7477 |
-7 M |
*512745N |
0003201W |
|
Site 14 (E): Wraysbury Reservoir (South) |
TQ 0169 7409 |
-7 M |
*512724N |
0003216W |
|
Site 11 (F): Hounslow West |
TQ 1151 7606 |
-3 M |
*512821N |
0002345W |
|
Site 12 (G): Hounslow Cavalry Barracks |
TQ 1166 7560 |
-3 M |
*512806N |
0002338W |
|
Site 10 (H): Hounslow Heath |
TQ 1163 7495 |
-3 M |
*512745N |
0002340W |
|
Site 13 (I): East Feltham |
TQ 1164 7398 |
-4 M |
*512714N |
0002341W |
|
Site 20 (J): Hounslow Cavalry Barracks North |
TQ 1172 7577 |
-3 M |
*512812N |
0002334W |
|
Site 21 (K): Hounslow Heath Golf Course |
TQ 1148 7462 |
-4 M |
512735N |
0002348W |
3. 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 (from 0700 to 2300 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2) above.
4. 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 (from 2300 to 0700 hours local time) and that it will not cause more than 87 dBA Lmax during the night quota period (from 2330 to 0600 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2) above.
5. 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 6 |
minus 0.3 |
|
Site 19 (A) |
plus 2.3 |
|
Site 18 (B) |
plus 4.8 |
|
Site 17 (C) |
minus 0.3 |
|
Site 15 (D) |
minus 0.6 |
|
Site 14 (E) |
minus 1.0 |
|
Site 11 (F) |
plus 0.9 |
|
Site 12 (G) |
minus 0.1 |
|
Site 10 (H) |
plus 1.2 |
|
Site 13 (I) |
minus 0.3 |
|
Site 20 (J) |
minus 0.2 |
|
Site 21 (K) |
plus 1.7 |
6. 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 2 dB 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.
7. 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 4000 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.
8. After the aircraft 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:
Provided that nothing in this sub-paragraph (8) shall apply:
to any propeller driven aircraft whose MTWA does not exceed 5700 KG; or
during the period between 0600 and 2330 hours (local time), any propeller driven aircraft whose MTWA does not exceed 17000 KG or any Dash 7 aircraft.
|
Take-off Runway |
ATC Clearance |
Procedure |
Take-off Runway |
ATC Clearance |
Procedure |
|---|---|---|---|---|---|
| 27R |
Via Compton | Straight ahead to intercept LON VOR R255 until LON D7, then turn right onto NDB WOD QDM 268°, then to CPT VOR. |
27L |
Via Compton |
Straight ahead to intercept LON VOR R255 until LON D7, then turn right onto NDB WOD QDM 268°, then to CPT VOR. |
|
Via MAXIT |
Straight ahead to intercept LON VOR R255. At LON D5 turn left onto BUR NDB QDR 161°. At LON D12 turn right onto MID VOR R011 and continue to MAXIT. |
Via MAXIT |
Straight ahead to intercept LON VOR R239. At LON D5.5 turn left onto BUR NDB QDR 161°. At LON D12 turn right onto MID VOR R011 and continue to MAXIT. | ||
|
Via Brookmans Park |
Climb straight ahead to be established on BUR NDB QDM 297° by LON D4. At LON D6 turn right onto CHT NDB QDM 053°. At CHT NDB turn right onto BPK VOR R243 to BPK VOR. |
Via Brookmans Park |
Climb straight ahead to be established on BUR NDB QDM 297° by LON D3. At LON D6 turn right onto CHT NDB QDM 053°. At CHT NDB turn right onto BPK VOR R243 to BPK VOR. | ||
|
Via UMLAT |
Climb straight ahead to be established on BUR NDB QDM 297° by LON D4. At LON D7 turn right onto BUR NDB QDR 356° (MID VOR R356), Continue to UMLAT. |
Via UMLAT |
Climb straight ahead to be established on BUR NDB QDM 297° by LON D3. At LON D7 turn right onto BUR NDB QDR 356° (MID VOR R356), Continue to UMLAT. | ||
|
Via Detling |
Straight ahead to LON D2, then turn left onto NDB EPM QDM 136°, to EPM NDB, then continue on DET VOR R271 to DET VOR. |
Via Detling |
Straight ahead to I-LL D1, then turn left onto NDB EPM QDM 136°, to EPM NDB, then continue to DET VOR R271 to DET VOR. | ||
| Via GOGSI | Straight ahead to intercept LON VOR R255 until LON D7, then turn right onto WOD NDB QDM 268°. Turn left at LON D13 to intercept SAM VOR R032, then to GOGSI. | Via GOGSI | Straight ahead to intercept LON VOR R255 until LON D7, then turn right onto WOD NDB QDM 268°. Turn left at LON D13 to intercept SAM VOR R032, then to GOGSI. | ||
|
09L |
Via Compton | Straight ahead to LON D1.5, then turn right onto NDB WOD QDM 281°, continue to CPT VOR. |
09R |
Via Compton | Straight ahead to LON D2, then turn right onto NDB WOD QDM 281°, continue to CPT VOR. |
|
Via MODMI | Straight ahead to LON D1.5, then turn right onto LON VOR R124 until LON D3.5, then turn right onto MID VOR R026, continue to MODMI. |
Via MODMI | Straight ahead to LON D2, then turn right onto LON VOR R124 until LON D3.5, then turn right onto MID VOR R026, continue to MODMI. | ||
|
Via Brookmans Park | Climb straight ahead to LON D1.5, then turn left onto track 050° to intercept LON VOR R070. Cross LON D10 and turn left onto BPK VOR R196, continue to BAPAG then BPK VOR. |
Via Brookmans Park |
Climb straight ahead to LON D2, then turn left onto track 050° to intercept LON VOR R070. Cross LON D10 and turn left onto BPK VOR R196, continue to BAPAG then BPK VOR. | ||
|
Via ULTIB | Climb straight ahead to LON D1.5, then turn left onto track 050° to intercept LON VOR R070, cross LON D10 and turn left onto BIG VOR R329. Continue to ULTIB. |
Via ULTIB |
Climb straight ahead to LON D2, then turn left onto track 050° to intercept LON VOR R070, cross LON D10 and turn left onto BIG VOR R329. Continue to ULTIB. | ||
|
Via Detling |
Straight ahead to LON D1.5, then turn right onto track 121°. At LON D4 turn left to establish on DET VOR R283 by DET D34. Continue to DET VOR. |
Via Detling |
Straight ahead to LON D2, then turn right onto track 120°. At LON D4 turn left to establish on DET VOR R283 by DET D34. Continue to DET VOR. | ||
| Via GASGU |
Straight ahead to LON D1.5, then turn right onto LON VOR R124 until LON D5, then turn right onto OCK VOR R041. At OCK VOR turn right onto OCK VOR R253 to GASGU. | Via GASGU | Straight ahead to LON D2, then turn right onto LON VOR R124 until LON D5, then turn right onto OCK VOR R041. At OCK VOR turn right onto OCK VOR R253 to GASGU. |
9. 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 AD 2 paragraphs 3 and 4). 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.
10. Subject to sub-paragraph (11) below:
Between 0600 and 2330 hours (local time) where the aircraft is approaching Runway 27 (L or R) and is using the ILS in IMC or VMC it shall not descend on the glidepath below an altitude of 2500 FT (Heathrow QNH) before being established on the localizer, nor thereafter fly below the glidepath. 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 approach path that would be followed by an aircraft using the ILS glidepath, and shall follow a track to intercept the extended runway centre-line at or above 2500 FT.
Between 2330 and 0600 hours (local time) where the aircraft is approaching runway 27 (L or R) and is using the ILS in IMC or VMC it shall not descend on the glidepath below an altitude of 3000 FT (Heathrow QNH) before being established on the localizer at not less than 10 NM from touchdown, nor thereafter fly below the glidepath. 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 approach path that would be followed by an aircraft using the ILS glidepath, and shall follow a track to intercept the extended runway centre-line at or above 3000 FT.
Between 0700 and 2300 hours (local time) where the aircraft is approaching Runway 09 (L or R) and is using the ILS in IMC or VMC it shall not descend on the glidepath below an altitude of 2500 FT (Heathrow QNH) before being established on the localizer, nor thereafter fly below the glidepath. 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 approach path that would be followed by an aircraft using the ILS glidepath, and shall follow a track to intercept the extended runway centre-line at or above 2500 FT.
Between 2300 and 0700 hours (local time) where the aircraft is approaching Runway 09 (L or R) and is using the ILS in IMC or VMC it shall not descend on the glidepath below an altitude of 3000 FT (Heathrow QNH) before being established on the localizer at not less than 10 NM from touchdown, nor thereafter fly below the glidepath. 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 approach path that would be followed by an aircraft using the ILS glidepath, and shall follow a track to intercept the extended runway centre-line at or above 3000 FT.
11. Nothing in sub-paragraph (10) above shall apply to any propeller driven aircraft whose MTWA does not exceed 5,700 KG.
12. Without prejudice to the provisions of sub-paragraphs (1) - (11) 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.
13. The requirements set out in sub-paragraphs (1) - (12) 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.
4 In this notice, except where the context otherwise requires:
‘local time' means, during any period of summer time, the time fixed by or under the Summer Time Act 1972 (e), and outside that period, Universal Co-ordinated Time;
‘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).
|
J Hotchkiss | |
|
Divisional Manager | |
|
Aviation Environmental Division | |
|
7 April 2010 |
Department for Transport |
S.I. 1981/651.
1982 c.16.
S.I. 1978/1303.
The Heathrow Airport – London (Noise Abatement Requirements) Notice 2004 signed by G Pendlebury on 24 March 2004.
1972 c.6.
|
Notes |
|
(These notes are not part of the notice) |
1. 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.
2. 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.
3. Noise from ground running of aircraft engines is controlled in accordance with instructions issued by Heathrow Airport Limited.
4. In the interests of noise abatement, certain restrictions are imposed on the operation of training flights at this aerodrome. Operators concerned are advised to obtain details from Heathrow Airport Limited.
5. 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 and 0600 hours (local time).
6. 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.
7. For monitoring purposes, a descent will be deemed to have been continuous provided that no segment of level flight longer than 2.5 NM occurs below 6000 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.
8. 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 9 below), it is properly recorded by the airport's 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.
9. Aircraft which have attained an altitude of 4000 FT (Heathrow 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.
Standard Arrival Routes (STARs) for aircraft inbound via the ATS Route System are detailed at AD 2-EGLL-7-1 to 7-14.
Aircraft inbound other than via the ATS Route System:
Aircraft inbound to London Heathrow Airport direct from the London FIR will be required to use the procedures for flights via the ATS Routes System.
Aircraft departing from aerodromes outside the geographical boundary of the London TMA will normally be required to route via one of the Terminal Holding Points detailed in paragraph 2 (b).
Pilots of aircraft departing from an aerodrome less than 10 minutes flying time from the London CTR boundary are to contact the LTCC Group Supervisor Airports on 02380-401106 before departure.
Aircraft positioning from other London Airports:
Aircraft positioning from London Gatwick Airport will be cleared via BIG VOR as detailed in AD 2-EGKK-6-2.
Aircraft positioning from London Luton Airport will be cleared via BNN VOR as detailed in AD 2-EGGW-1-14 paragraph 5.
Terminal Holding Fixes are established at Lambourne (LAM), Biggin (BIG), Bovingdon (BNN) & Ockham (OCK) DMEs as detailed on the appropriate STAR charts. Aircrew are not required to state time and level when entering/reaching the holding fix.
Holding patterns for use following a missed approach are established as follows:
|
Holding Point |
Holding Procedures |
|---|---|
|
CHT NDB |
Holding axis 293° M inbound, turning left, Maximum holding speed 220 KT, Holding level 3000 FT ALT |
|
EPM NDB |
Holding axis 274° M inbound, turning left, Maximum holding speed 220 KT, Holding level 3000 FT ALT |
From the holding patterns, aircraft will normally be directed by the Radar Controller, as detailed in paragraph 3 below, to a position from which a straight-in final approach can be made. When traffic conditions permit, suitably equipped and approved aircraft will be permitted to carry out P-RNAV approach procedures as detailed in paragraph 4 below. Exceptionally, when circumstances necessitate, pilots may be instructed to carry out the Approach procedures without Radar Control as detailed in paragraph 5 below. Pilots are reminded of the Continuous Descent Approach noise abatement requirements detailed in AD 2.21.
When arriving traffic is being sequenced under radar direction, that part of the approach between the holding fix and the Final Approach track will be flown under direction from the Radar Controller. Once the aircraft is under the jurisdiction of 'Heathrow Director' changes of heading or Flight Level/altitude will be made only on instructions from the Radar Controller except in the case of Radio Communications Failure in the aircraft or at the ATS Unit.
The procedures are designed to maximise runway capacity and to minimise noise disturbance in the areas overflown during the approach. Aircraft commanders are requested to conform to low power, low drag operating techniques to the maximum extent practicable.
Detailed Procedures
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 the track distance to touchdown. Further distance information will be given between initial descent and the intercept heading onto the ILS.
Descent profile: On receipt of descent clearance the pilot should descend at the rate he judges will be best suited to the achievement of continuous descent, the objective being to join the glide path at the appropriate height for the distance without recourse to level flight.
Note: Pilots of suitably equipped aircraft may monitor their route against the approach procedures without radar control in order to better judge their descent profile against distance to touchdown. However, if doing so pilots are reminded of the need to comply with the instructions of the radar controller at all times.
Speed Control: Adherence to speeds assigned by ATC is mandatory. Pilots should typically expect the following speed restrictions to be enforced: 220 KT from the holding facility during the initial approach phase; 180 KT on base leg/closing heading to final approach; between 180 KT and 160 KT when established on final approach and thereafter 160 KT to 4 DME. These speeds are applied for ATC separation purposes. In the event of a new (non speed related) ATC instruction being issued (eg an instruction to descend on ILS) pilots shall continue to maintain the previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds must inform ATC and state what speeds can be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as is feasible within their own operational constraints. Pilots should advise ATC if circumstances necessitate a change of speed for aircraft performance reasons.
Final Approach: Enhanced Time Based Separation minima are in use for wake turbulence separation in place of UK fixed distance based rules. These are based on European Wake Vortex Re-categorisation (RECAT-EU) minima, and include reduced separation in medium and strong headwind conditions. No special crew procedures apply, and the importance of speed control adherence as described in paragraph (iii) above remains.
Transfer to Tower: Pilots are to report their callsign, distance from touchdown, type of approach and runway to which they are making their approach, on transfer to Heathrow Tower, (for example, ABC123, 7 miles, ILS, Runway 27L).
Runway Occupancy: The spacing provided between aircraft will be designed to achieve maximum runway utilisation within the parameters of safe separation minima (including wake turbulence separation) 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: Missed Approach procedures are detailed on the appropriate Instrument Approach Charts. Special procedures are also detailed for use in the event of a Radio Communications Failure following Missed Approach
Radar Failure: In the event of radar failure, new instructions will be issued to each aircraft under radar control and the procedures detailed in paragraph 5 will be brought into use.
Radio Communications Failure at the ATC Unit: If radio communications fails at the ATC Unit when under radar control, pilots are to contact 'Heathrow Tower' on 118.705 MHz for new instructions.
Exceptionally, when traffic is not being sequenced by radar direction, aircraft will be cleared from the holding facility to carry out the appropriate Initial Approach Procedure without Radar Control as detailed on the Charts at AD 2-EGLL-7-15 and AD 2-EGLL-7-21.
The procedures are profiled to be compatible with a Continuous Descent Approach vertical profile and assume aircraft can maintain a descent gradient of approximately 320 FT per NM (3° descent angle).
The procedures are, as far as is practicable using conventional navigation means, laterally and vertically profiled and incorporate speed control to approximate the nominal flight profiles used by aircraft when under radar direction. They may therefore assist pilots of suitably equipped aircraft to monitor their position and assist in the achievement of the Continuous Descent Approach noise abatement requirement when under radar direction.
In the event of a complete radio communications failure in an aircraft the pilot is to adopt the appropriate procedures detailed at ENR 1.1.3 except as detailed below.
When complete radio 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 terminal holding point as detailed in the STAR;
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 appropriate initial approach procedures without radar control as detailed at AD 2-EGLL-7 and appropriate instrument approach procedure detailed in AD 2-EGLL-8 and;
land within 30 minutes (or later if able to approach and land visually).
If complete radio communications failure in the aircraft occurs after the aircraft has reported to ATC on reaching the holding point the aircraft will:
maintain the last assigned holding level at the terminal holding point until:
ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communications with ATC, whichever is the later; or
EAT when this has been received and acknowledged.
then commence descent for landing in accordance with the appropriate initial approach procedures without radar control as detailed at AD 2-EGLL-7 and appropriate instrument approach procedure detailed in AD 2-EGLL-8 and;
land within 30 minutes (or later if able to approach and land visually).
If complete radio communications failure in the aircraft occurs during initial approach under radar direction, the procedures to be followed are detailed on the Chart at AD 2-EGLL-5-1.
If complete radio communications failure in the aircraft occurs following a missed approach the aircraft will:
fly to the appropriate missed approach holding point at 3000 FT ALT;
complete at least one holding pattern;
then commence an approach for landing in accordance with the appropriate initial approach procedures without radar control as detailed at AD 2-EGLL-7.
Outbound traffic operating on UMLAT 1F 1G: 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 Procedure detailed at AD 2-EGLL-6-4, then route via T418 to WOBUN; at WOBUN, commence climb to flight planned level.
Outbound traffic operating on MAXIT 1F 1G: 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 Procedure detailed at AD 2-EGLL-6-2.
Outbound traffic operating on MODMI 1J 1K: 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 Procedure detailed at AD 2-EGLL-6-2.
All outbound traffic except those operating in accordance with items a, b and c above: Comply with the route and altitude limitations detailed in the allocated Standard Instrument Departure Procedures listed on the relevant chart contained in AD 2-EGLL or ATC clearance issued. After this adopt the appropriate procedures as notified in ENR 1.1, Section 3.4.
Standard Instrument Departure (SID) procedures for aircraft departing from London Heathrow Airport are detailed at AD 2-EGLL-6-1 to 6-7 and incorporate the Noise Preferential Routes (NPRs) detailed in AD 2.21.
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.
Flight crew of aircraft unable to meet SID climb restrictions must inform Heathrow Delivery via voice prior to pushback. Restrictions/delays may apply.
VFR and Special VFR clearances for flights within the London CTR may be requested and will be given whenever traffic conditions permit. These flights are subject to the general conditions laid down for VFR and Special VFR flights detailed at ENR 1.2 and will normally be given only to aircraft which carry RTF including the appropriate frequencies listed in EGLL AD 2.18.
The use of VFR and Special VFR clearances is intended for the following types of flight:
Light aircraft that wish to proceed to or from an aerodrome/landing site within the CTR or to transit the CTR;
Aircraft using the local flying areas and the access lanes notified for Brooklands, Denham, Fairoaks and White Waltham and complying with the published procedures will be considered as complying with a VFR clearance;
Aircraft carrying out non-standard flights, such as photographic survey flights, which may require penetration of the London CTR in VMC.
Weather minima for aircraft arriving, departing or helicopter crossing at Heathrow is as follows;
| Type of Operation | Visibility Restriction | Cloud Restriction |
|---|---|---|
| VFR arrival/departure/heli crossing | 5 KM or more | Cloud Ceiling 1500 FT or greater |
| SVFR arrival/departure/heli crossing | 2 KM or more | Cloud Ceiling 600 FT or greater |
Note: SVFR helicopter crossings should normally be restricted to High Flight Priority (A-E) helicopters.
Access to the Inner Area of the London CTR (see paragraph 11 and AD-2-EGLL-3-2) requires PPR by telephone on the day at least 60 minutes in advance. Prior notification of Inner Area flights, other VFR or Special VFR flights and general enquiries about flights in the London CTR may be made via the London Terminal Control Senior Watch Assistant, Tel: 02380-401110.
Pilots who wish to depart Heathrow on a VFR or Special VFR clearance should pass brief details of their flight to Heathrow ATC, by telephone 020-8750 2578, and not to ATC by RTF.
Non-scheduled arrival flights by single-engined and light twin-engined fixed wing aircraft which are unable to accept an IFR clearance will be cleared to London Heathrow on a VFR or Special VFR clearance, at an altitude below 2500 FT (London Heathrow QNH) subject to the weather minima in (c). If the weather observations at London Heathrow are below either of these minima, clearance to enter the London CTR will not be granted.
It will remain the responsibility of the pilot to remain at all times in flight conditions which will enable him to determine his flight path and to keep clear of obstacles, and to ensure that he is able to comply with SERA.3105 Minimum Heights unless otherwise permitted by the CAA. Pilots must inform the Radar Controller if compliance with the above entails a change of heading or height.
VFR and Special VFR flights may be subject to delay when parts of the route are outside radar cover or when they cannot be fitted readily into gaps in the IFR traffic flow. Pilots should therefore always ensure that they have adequate fuel reserves and are able to divert to another aerodrome if necessary.
Flights within the Local Flying Areas (LFA) of aerodromes within, or adjacent to, the London CTR, may be made subject to certain conditions. Details of those for Denham, Fairoaks, London Heliport and White Waltham appear in the relevant AD sections, RAF Northolt can be found in the Military AIP. An additional local flying area is established for the unlicensed aerodrome at Brooklands and is detailed below.
Brooklands
Within a local flying area of 1 NM radius, centred on position 512103N 0002812W, but excluding that part to the east of the B374 road and a line bearing 180°T from the A245/B374 road junction and excluding the area south of the southern boundary of the London CTR, VFR flights may take place, subject to prior permission obtained from Brooklands Museum Trust Ltd.
Aircraft to remain below cloud with the surface in sight;
Maximum Altitude: 1500 FT QNH;
Prior permission must be obtained from Brooklands Museum Trust Ltd.
Note 1: Pilots of aircraft flying in the local flying area are responsible for providing their own separation from other aircraft operating in the relevant airspace.
Note 2: In addition to paragraph (b), VFR flights must also comply with the VMC minima for Class D airspace detailed at ENR 1.2.
Note 3: Aircraft unable to operate VFR may operate Special VFR, subject to approval from Heathrow Radar, within the LFA subject to the conditions in paragraph (b) and the requirements for Special VFR flights detailed at ENR 1.2.
Note 4: The carriage of a Mode S Transponder within the LFA is encouraged, however there is currently no requirement for aircraft operating in the Brooklands LFA to comply with the requirements of the London CTR Mode S Transponder Mandatory Zone (TMZ). Pilots of suitably equipped aircraft shall utilise the transponder to the maximum serviceable extent with altitude information selected when fitted.
General Arrangements
VFR and Special VFR helicopter flying in the London CTR is mostly constrained to flights at or below specified altitudes along defined routes, although off route clearances can normally be accommodated subject to ATC workload and other operational reasons which the pilot may not be aware of. These routes have been selected to avoid built up areas as much as possible. Details of the major landmarks on these routes, the altitudes and reporting points are listed at paragraph 12 and are illustrated at AD 2-EGLL-3-2. The precise routes are overprinted on the 1:50 000 chart entitled – Helicopter Routes in the London CTR & London City CTR. This chart may be obtained from NATS Ltd Chart Stockists - see www.nats.aero/ais for details.
All VFR and Special VFR helicopter flying in the London CTR is subject to ATC clearance, except for the Local Flying Areas of Brooklands, Denham, Fairoaks and White Waltham where VFR flights may operate subject to agreed conditions which appear in the relevant AD sections.
The following routes are not available to single-engined helicopters at night: H7, H9 (Hayes to Gutteridge) and H10 (Gutteridge to Kew Bridge).
Pilots are reminded of the Restricted Areas within the London and London City CTRs as detailed in ENR 5.1.
EGR107
EGR156, EGR157, EGR158, EGR159
EGR160 – The Specified Area.
Procedures for flight along Helicopter Routes
Special VFR flights along Helicopter Routes in the London CTR and London City CTR are not to be operated unless helicopters can remain in a flight visibility of at least 1 KM. VFR flights shall operate in accordance with SERA 5001 or notified ORS4. Weather minima for crossing, taking-off from, or landing at London Heathrow are detailed at AD 2.20 paragraph 5.
VFR and Special VFR helicopters must remain clear of cloud with the surface in sight.
Altimeter setting will be London Heathrow QNH.
Maximum route altitudes are shown in column 4 and 7 at paragraph 12. ATC will refer to these altitudes as ‘Standard Operating Altitudes’ when issuing clearances. Pilots may fly at altitudes below the maximum route altitude except for between Hanger Lane and Chiswick Bridge on H10 where the maximum published altitude must be flown accurately when operating SVFR. ATC may restrict aircraft to altitudes below the published route maximum as necessary to provide separation from other aircraft. Pilots may request alternative operating altitudes which may be approved subject to ATC considering other operational conditions.
Pilots should fly the precise routes as depicted on the 1: 50 000 Map entitled Helicopter Routes in the London CTR & London City CTR. 'Corner cutting' is to be avoided. In order to obtain sufficient lateral separation from opposite direction traffic, pilots may temporarily deviate as required.
When flying along the River Thames within the Specified Area (EGR160), pilots should normally fly over that part of the river bed lying between high water marks, but not so near the banks as to become a nuisance on account of noise. When deviating from the river, in accordance with paragraph (v) above, single-engined helicopters must at all times be able to return to the river in the event of engine failure, in order to alight clear of the Specified Area.
For the purposes of SERA.3105 Minimum Heights and SERA.5005(f) an aircraft operated on the notified helicopter routes is permitted to fly below 1000 FT above the highest obstacle within a radius of 600 M but no closer than 500 FT to any person, vessel, vehicle or structure.
Noise
On all notified helicopter routes, in order to minimize noise nuisance, pilots should maintain the maximum altitude compatible with their ATC clearance and with the prevailing cloud conditions.
Pilots are requested wherever possible to avoid overflying hospitals, palaces, schools and prisons.
Air Traffic Control Clearance
Pilots must obtain a VFR or Special VFR clearance from Heathrow Radar (125.625 MHz). Heathrow Radar provides a service to transit aircraft operating in the London CTR and London City CTR/CTA. Pilots are requested to contact Heathrow Radar a minimum of three minutes before reaching the Zone Boundary, giving details of call sign, aircraft type, route, ETA at the CTR boundary, entry point and destination.
ATC Clearances do not absolve the pilot of their responsibility to comply with the Rules of the Air and they should notify ATC if unable to accept a clearance.
Holding
VFR and Special VFR helicopters, particularly those using London Heathrow or the routes close to it, may be required to hold at any of the locations on the route, shown in column 1 at paragraph 12 and on the illustration at AD 2-EGLL-3-2 except on that portion of H4 that lies between Vauxhall and Westminster Bridges.
Communications
Helicopters using London Heliport via the Local Flying Area or any other routes that traverse the London Heliport ATZ, must be able to communicate with the Heliport (Battersea Tower 134.280 MHz).
Helicopters flying along the routes in the London CTR and London City CTR must be able to communicate with Heathrow Radar. In the case of H9 and H10, aircraft must also be able to communicate with Northolt Approach Control (126.450 MHz), this also includes those aircraft operating off the helicopter routes within or in the vicinity of the Northolt RMA.
Helicopters using London Heathrow must also be able to communicate with Heathrow Tower.
Loss of Communications Procedures
In the event of a communications failure in a helicopter operating in accordance with these procedures, the pilot is to adopt the procedure detailed at ENR 1.1 except as described below.
If a VFR or Special VFR clearance has been received to transit the CTR along a Helicopter Route continue the flight in accordance with the clearance.
Where an intermediate clearance limit has been given (or clearance issued for only a part of the requested transit), proceed to the specified clearance limit and hold for 3 minutes. Then proceed via the requested Helicopter Route at the published maximum altitude for the Route.
If no onward clearance has been received before reaching, or when holding at, Sipson or Bedfont, reverse track and leave the CTR via H2-H10-Cookham if approaching Sipson, or H9 if approaching Bedfont. Do not attempt to cross London Heathrow Airport.
For helicopters overflying or landing at London Heathrow Airport, see EGLL AD 2.20 paragraph 5.
Separation between Special VFR helicopters
Separation may be agreed between Special VFR helicopters on the Helicopter Routes, on the basis that pilots of helicopters will be asked by ATC to maintain visual separation from other helicopter traffic, provided that:
the visibility at London Heathrow is 5 KM or more and the helicopters can operate clear of cloud and in sight of the surface and remain in a flight visibility of at least 5 KM;
there is agreement between the helicopter pilots concerned;
the current route structure, the altitudes applicable and communication procedures are adhered to;
appropriate traffic information is passed to the helicopter pilots. (Normally for this purpose it will only be necessary for ATC to pass general traffic information eg..... 'Two helicopters westbound along H10 at 1000 FT in the vicinity of Perivale - acknowledge.').
If a pilot refuses or considers that the conditions are such that he is unable to maintain visual separation, he will be provided with the Special VFR separation requirements currently in force.
The Inner Area of the London CTR is that part of the London CTR from surface to altitude 2500 FT contained within the area enclosed by: BUR NDB – Iver RP – Helicopter Route H10 – Barnes RP – Helicopter Route H3 – Thorpe RP – Ascot Heliport – BUR NDB.
With the exception of those aircraft categories listed below, all VFR and Special VFR aircraft requesting to enter the Inner Area of the London CTR are subject to Prior Permission Required (PPR) from London Terminal Control, via the Senior Watch Assistant on 02380-401110:
Flight Priority Category A, B, C, D, E traffic who shall follow their own notification procedures where appropriate;
Aircraft subject to an Airspace Coordination Notice (ACN) who shall follow the notification process detailed within the ACN;
Aircraft subject to a Non-Standard Flight (NSF) who shall follow the notification process detailed within the NSF;
Helicopters that remain on the published helicopter routes without landing or departing inside the Inner Area;
All other VFR and Special VFR aircraft are required to obtain PPR (by telephone) to enter the Inner Area of the London CTR on the same day at least 60 minutes before entry clearance is required. Approved aircraft will be given a PPR approval code to quote over the radio when requesting entry clearance from controllers.
Due to the intense Heathrow IFR operations and very high ATC workload within the Inner Area of the London CTR during the hours 0430-2300 local time, it is unlikely that aircraft will receive approval to operate inside the Inner Area within these times, unless there is a specific task that can only be completed within that airspace, e.g. helicopters accessing private landing sites.
The following procedures have been established to ensure safe integration with IFR traffic, avoid excessive airborne holding, and reduce delays to both Heathrow movements and helicopter operators wishing to use landing sites within the Inner Area of London CTR.
Inbound
Contact the London Terminal Control Senior Watch Assistant (02380-401110) on the day of operation at least 60 minutes prior to the estimated time of arrival;
Provide the name, latitude and longitude of the landing site, the requested routing, the estimated time of arrival and a contact telephone number;
Heathrow Tower Supervisor and Heathrow Radar will be consulted to determine the route that the pilot can expect (subject to the Heathrow runway configuration, meteorological conditions and the likelihood of being able to utilise reduced separation in the vicinity of the aerodrome);
If the safe integration of the inbound flight will cause delay to Heathrow traffic it will be subject to the equivalent Heathrow delay. The pilot will be contacted by telephone and advised the route that can be expected and, if appropriate, an amended ETA incorporating the Heathrow inbound delay;
The pilot must arrange the flight to arrive at the site within 10 minutes of the approved ETA. Failure to adhere to this time window may result in further delay or, in extreme circumstances, refusal of clearance. Upon establishing two-way communications the helicopter will be cleared to the landing site as soon as practicable commensurate with the safe integration with IFR traffic.
Outbound
Prior to departing the site contact LTC SWA at least 60 minutes in advance of the estimated time of departure from the site to provide the name, latitude and longitude of the site, requested routing, planned ETD and a contact telephone number;
If the outbound flight will cause delay to Heathrow traffic it will be subject to the equivalent Heathrow delay. The pilot will be contacted by telephone and advised the route that can be expected and, if appropriate, an amended ETD incorporating the Heathrow outbound delay;
Within 10 minutes of the approved ETD, the pilot must contact ATC on the ground. If two way contact with ATC cannot be established on the ground either directly or via relay from other aircraft, the pilot must remain on the ground and contact London Terminal Control Group Supervisor Airports (02380-401106) to agree an exact departure time and initial altitude with the controllers concerned in order that safe integration with IFR traffic can be ensured.
Note: If the intention is to be on the ground for less than 60 minutes, both the inbound and outbound arrangements may be agreed during the initial contact with LTC SWA.
Abbreviations:
|
H — Holding Point |
▲ — Compulsory Reporting Point |
∆ — On Request Reporting Point |
Map references are to the 1: 50 000 Ordnance Survey Map of Great Britain
The precise routes which must be adhered to are portrayed on the 1: 50 000 Map entitled Helicopter Routes in the London CTR & London City CTR. An indication of the routes network is shown on the illustration at AD 2-EGLL-3-2.
Pilots are required to be at or below the lower altitudes on arrival at the reporting point at which the lower altitude applies.
On all notified helicopter routes within the London CTR and London City CTR and for the purposes of SERA.3105 Minimum Heights and SERA.5005(f) Visual Flight Rules an aircraft operated on the notified helicopter routes is permitted to fly below 1000 FT above the highest obstacle within a radius of 600 M but no closer than 500 FT to any person, vessel, vehicle or structure.
In support of (d) suggested minimum altitudes detailed in column 5 at paragraph 12 are given for aircraft operating on the centreline of the routes, however pilots remain responsible for obstacle clearance and are encouraged to operate as high an altitude allowable on the routes, subject to any overriding ATC Clearance. Those minimum altitudes detailed in column 5 at paragraph 12 are based on the VFR Obstacles List produced by AIS and should be used for guidance only as they do not take into account the surrounding ground elevation nor new/temporary obstacles not captured within the Obstacle List. Pilots operating on H4 should be cognisant that when operating outside of the high water marks greater minimum altitudes than those listed in column 5 at paragraph 12 may be required to ensure compliance with the 500 FT rule.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H2 | |||||||
|
∆ Iver |
TQ 035 826 513157N 0003031W |
Delaford Park |
H | ||||
|
1000 FT |
700 FT |
1000 FT | |||||
|
∆ West Drayton |
TQ 052 784 512939N 0002909W |
M4 Motorway Crossing of River Colne (1.25 NM west of Airport Spur) | |||||
|
▲ Airport Spur |
TQ 075 786 512944N 0002715W |
Junction of M4 Motorway and Motorway Spur to London Heathrow |
H |
Note 1 | |||
Note 1: Unless otherwise cleared by ATC, pilots are not to fly south of the M4 between West Drayton and Airport Spur.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H3 | |||||||
|
▲ Bagshot |
SU 908 619 512057N 0004157W |
Intersection of London Control Zone/M3 Motorway |
H |
Note 1 | |||
|
2000 FT |
850 FT |
1500 FT | |||||
|
∆ M3 Junction 3 |
SU 919 626 512121.06N 0004050.40W |
M3 Motorway Junction 3 (VRP) | |||||
|
750 FT | |||||||
|
∆ Barrowhills |
SU 990 662 512312.42N 0003440.56W |
Kitsmead Lane Bridge over M3 | |||||
|
1500 FT |
700 FT | ||||||
|
∆ Thorpe |
TQ 018 679 512402N 0003216W |
M3 Motorway south of Thorpe Green (M25 intersection) |
H | ||||
|
600 FT | |||||||
|
∆ Chertsey |
TQ 059 668 512327.17N 0002845.36W |
Chertsey Road roundabout | |||||
|
1200 FT |
550 FT |
1000 FT | |||||
|
▲ Sunbury Lock |
TQ 112 683 512409N 0002416W |
Midway between Sunbury Lock and the middle of Knight reservoir |
H |
Note 1 | |||
|
∆ Richmond |
TQ 184 725 512622.45N 0001749.84W |
Golf Course at western edge of Richmond Park | |||||
|
650 FT | |||||||
|
∆ Roehampton |
TQ 215 746 512728.04N 0001506.76W |
Golf course east of Roehampton Gate, H7/H3 join |
Note 1 | ||||
|
1500 FT |
600 FT | ||||||
|
▲ Barnes |
TQ 234 765 512827N 0001325W |
River Thames at Barn Elms Park and Craven Cottage Football Ground |
Note 2 | ||||
|
1000 FT | |||||||
|
▲ London Heliport |
TQ 266 762 512812N 0001046W |
London Heliport |
H |
Note 1 Note 2 | |||
Note 1: When Heathrow Runways 09L/09R are in use, the Route H3 between Sunbury Lock and Roehampton is not available to Special VFR helicopters. These closures do not apply to Flight Priority Category A, B & C helicopters (defined in CAP 493 Manual of Air Traffic Services). Delays may be experienced for VFR helicopters due to slow climbing departures from Heathrow. Helicopter pilots are recommended to obtain Heathrow runway information on the ATIS frequency 128.080 MHz before contacting Heathrow Radar on 125.625 MHz, or London Heliport on 134.280 MHz.
Note 2: Caution - large number of tall structures above 500 FT lie within 600 M of the high water marks of the River Thames. Pilots are reminded that aircraft operated on the notified helicopter routes are not permitted to fly closer than 500 FT to any person, vessel, vehicle or structure.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H4 | |||||||
|
▲ Isle-of-Dogs |
TQ 381 781 512902N 0000042W |
Specified Area Boundary crossing River Thames - north abeam Cutty Sark |
Note 2 Note 5 | ||||
|
∆ London Bridge |
TQ 330 805 513027N 0000504W |
London Bridge (road bridge) |
Note 3 Note 4 | ||||
|
2000 FT |
1000 FT |
1500 FT | |||||
|
▲ Vauxhall Bridge |
TQ 302 782 512915N 0000736W |
CTR Boundary crossing River Thames | |||||
|
▲ Chelsea Bridge |
TQ 286 778 512902N 0000900W |
Chelsea Road Bridge | |||||
|
1500 FT | |||||||
|
▲ London Heliport |
TQ 266 762 512812N 0001046W |
London Heliport |
H |
Note 1 Note 5 | |||
Note 1: There are no Holding Points on H4 east of London Heliport. The nearest Holding Point is at Greenwich Marshes, outside the 'Specified Area' (EGR160).
Note 2: Cable car crosses River Thames at 513009N 0000042E approximately 1 NM east/downstream of Isle of Dogs. Supporting towers (289 FT and 285 FT AMSL) equipped with aviation warning lights; cable between towers unlit.
Note 3: Ferris Wheel: The London Eye Ferris Wheel (464 FT AMSL) lies within the boundary of H4 at Jubilee Gardens (513012N 0000711W) between London Bridge and Vauxhall Bridge.
Note 4: No helicopters to hold on that portion of H4 that lies between Vauxhall and Westminster Bridges. This does not apply to traffic operating under Flight Priority Category A or B.
Note 5: Caution - large number of tall structures above 500 FT lie within 600 M of the high water marks of the River Thames. Pilots are reminded that aircraft operated on the notified helicopter routes are not permitted to fly closer than 500 FT to any person, vessel, vehicle or structure.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR | Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H5 | |||||||
|
▲ Northwood |
TQ 071 906 513612N 0002719W |
Zone Boundary midway between Harefield and Northwood |
H |
Note 1 | |||
|
2000 FT |
800 FT |
1500 FT | |||||
|
∆ Uxbridge Common |
TQ 062 855 513332N 0002813W |
Roundabout on A40 road north of Uxbridge Common |
H | ||||
Note 1: Pilots may be required to communicate with Northolt Approach (126.450 MHz).
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H7 | |||||||
|
▲ Banstead |
TQ 243 614 512014N 0001301W |
Golf course northwest of town |
H | ||||
|
2000 FT |
800 FT |
1500 FT | |||||
|
∆ Morden |
TQ 229 672 512327N 0001407W | Cemetery northeast of Gas Works | |||||
|
650 FT | |||||||
|
∆ Caesar's Camp |
TQ 220 711 512532N 0001446W |
Golf course southwest corner of Wimbledon Common |
H | ||||
|
1000 FT | |||||||
|
∆ Roehampton |
TQ 215 746 512728.04N 0001506.76W |
Golf course east of Roehampton Gate, H7/H3 join | |||||
|
1500 FT |
600 FT | ||||||
|
▲ Barnes |
TQ 234 765 512827N 0001325W |
River Thames at Barn Elms Park and Craven Cottage Football Ground |
Note 1 | ||||
|
1000 FT | |||||||
|
▲ London Heliport |
TQ 266 762 512812N 0001046W |
London Heliport |
H |
Note 1 | |||
Note 1: Caution - large number of tall structures above 500 FT lie within 600 M of the high water marks of the River Thames. Pilots are reminded that aircraft operated on the notified helicopter routes are not permitted to fly closer than 500 FT to any person, vessel, vehicle or structure.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H9 | |||||||
|
▲ Oxshott West |
TQ 101 609 512014N 0002512W |
Intersection of London Control Zone/A3 Trunk Road - north abeam large supermarket |
H |
Note 4 | |||
|
2000 FT |
700 FT |
1500 FT | |||||
|
∆ Esher Common |
TQ 136 621 512051N 0002210W |
A3 Trunk Road West of A3/A244 intersection | |||||
|
1500 FT | |||||||
|
OR | |||||||
|
▲ Oxshott East |
TQ 160 611 512014N 0002006W |
Prince’s Coverts |
H |
Note 4 | |||
|
2000 FT |
700 FT | ||||||
|
∆ Arbrook |
TQ 149 624 512058N 0002100W |
Intersection of A3 Trunk Road / Railway Line | |||||
|
1500 FT | |||||||
|
∆ Esher Common |
TQ 136 621 512051N 0002210W |
A3 Trunk Road West of A3/A244 intersection | |||||
|
1500 FT | |||||||
|
THEN | |||||||
|
∆ Hersham |
TQ 121 654 512236.71N 0002323.38W |
Railway Station | |||||
|
1200 FT |
1000 FT | ||||||
|
▲ Sunbury Lock |
TQ 112 683 512409N 0002416W |
Midway between Sunbury Lock and the middle of Knight reservoir |
H | ||||
|
800 FT |
600 FT |
800 FT | |||||
|
∆ Feltham |
TQ 095 726 512630N 0002533W |
Open space south of Railway Line |
H | ||||
|
∆ Bedfont |
TQ 088 745 512732N 0002610W |
East of Terminal Four, South of the A30 |
H |
Note 3 Note 4 | |||
|
HEATHROW CROSSING |
Note 5 | ||||||
|
∆ Sipson |
TQ 076 772 512900N 0002706W |
Hotel Complex northeast of the junction Motorway Spur and Main Road A4 at north perimeter of London Heathrow |
H | ||||
|
1000 FT |
1000 FT | ||||||
|
▲ Airport Spur |
TQ 075 786 512944N 0002715W |
Junction of M4 Motorway and Motorway Spur to London Heathrow |
H |
Note 1 | |||
|
650 FT | |||||||
|
∆ Hayes |
TQ 082 804 513042N 0002636W |
Stockley Park Business Centre |
H | ||||
|
2000 FT |
700 FT |
1500 FT | |||||
|
∆ Gutteridge |
TQ 097 845 513254N 0002507W |
A40, south of Northolt Aerodrome Runway Intersection |
H |
Note 2 | |||
|
800 FT | |||||||
|
▲ Northwood |
TQ 071 906 513612N 0002719W |
Zone Boundary midway between Harefield and Northwood |
H | ||||
Note 1: Between Northwood and Airport Spur, pilots may be required to communicate with Northolt Approach (126.450 MHz).
Note 2: The holding manoeuvre is to be carried out to the south of the Northolt Aerodrome Boundary.
Note 3: Helicopters will be held at Bedfont during daylight hours when the reported weather conditions are equal to or better than 5 KM visibility and 1500 FT reported cloud ceiling and will be held at Feltham at all other times.
Note 4: Due to environmental restrictions, H9 south of London Heathrow Airport is not normally available to SVFR helicopter traffic between 2100-0800 (2000-0700) when London Heathrow Runways 09L/09R are in use.
Note 5: Refer to EGLL AD 2.20 LOCAL AERODROME REGULATIONS - 5 Helicopter Operations.
Warning: Runway 27L missed approach procedure requires a left turn at 1000 FT AAL. Pilots holding at Bedfont must remain in visual contact with aircraft on final approach to Runway 27L.
|
Significant Points |
National Grid & Lat/Long |
Description of Reference |
Maximum Altitude VFR |
Suggested Minimum Altitude |
Holding Point |
Maximum Altitude SVFR |
Remarks |
|---|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
|
H10 | |||||||
|
CTR Boundary | |||||||
|
600 FT | |||||||
|
▲ Cookham |
SU 898 857 513345N 0004222W |
Bridge over River Thames north of Cookham |
H | ||||
|
2000 FT |
800 FT | ||||||
|
∆ Pumpkin Hill |
SU 943 845 513310.04N 0003831.21W |
Golf Course west of Farnham Common | |||||
|
1500 FT | |||||||
|
∆ Stoke Poges |
SU 990 835 513233.01N 0003423.36W |
War memorial in Stoke Poges Village | |||||
|
∆ Iver |
TQ 035 826 513157N 0003031W |
Delaford Park |
H |
Note 2 | |||
|
∆ Uxbridge Common |
TQ 062 855 513332N 0002813W |
Roundabout on A40 road north of Uxbridge Common |
H | ||||
|
1500 FT |
700 FT | ||||||
|
∆ Gutteridge |
TQ 097 845 513254N 0002507W |
A40, south of Northolt Aerodrome Runway Intersection |
H |
Note 3 Note 4 | |||
|
∆ Target |
TQ 125 839 513234.71N 0002240.08W |
Target Roundabout A40 | |||||
|
650 FT |
1200 FT | ||||||
|
∆ Hanger Lane |
TQ 184 826 513149.24N 0001737.66W |
Hanger Lane Junction Station |
Note 1 Note 5 | ||||
|
1200 FT | |||||||
|
∆ Brentford |
TQ 186 791 512951N 0001731W |
Gunnersbury Park north of Chiswick Fly-over |
H |
Note 1 | |||
|
1200 FT |
800 FT |
800 FT | |||||
|
∆ Kew Bridge |
TQ 190 778 512914N 0001716W |
Bridge across River Thames at northeast corner of Gardens and Common |
H |
Note 1 Note 4 | |||
|
1000 FT | |||||||
|
∆ Chiswick Bridge |
TQ 202 763 512822.96N 0001611.64W |
Chiswick Bridge | |||||
|
700 FT | |||||||
|
∆ Hammersmith Bridge |
TQ 229 781 512918.39N 0001349.01W |
Hammersmith Bridge | |||||
|
1500 FT |
550 FT |
1000 FT | |||||
|
▲Barnes |
TQ 234 765 512827N 0001325W |
River Thames at Barn Elms Park and Craven Cottage Football Ground |
Note 6 | ||||
|
1000 FT | |||||||
|
▲ London Heliport |
TQ 266 762 512812N 0001046W |
London Heliport |
H |
Note 6 | |||
Note 1: Between Hanger Lane and Chiswick Bridge, pilots must fly at the published maximum altitude when operating SVFR.
Note 2: Between Iver and Hanger Lane, pilots may be required to communicate with Northolt Approach (126.450 MHz).
Note 3: The holding manoeuvre is to be carried out to the south of the Northolt Aerodrome Boundary.
Note 4: When Heathrow Runways 09L/09R are in use, Route H10 between Gutteridge and Kew Bridge is subject to delays due to slow climbing departures from Heathrow.
Helicopter pilots are recommended to obtain Heathrow runway information on the ATIS frequency 128.080 MHz before contacting Heathrow Radar on 125.625 MHz, or London Heliport on 134.280 MHz.
Note 5: Between Target and Brentford the route alignment turns from the A40 to the A406 at the Hanger Lane intersection (Hanger Lane). Pilots should ensure correct visual identification of the turn point due to the interaction with Heathrow Runway 27R final approach track.
Note 6: Caution - large number of tall structures above 500 FT lie within 600 M of the high water marks of the River Thames. Pilots are reminded that aircraft operated on the notified helicopter routes are not permitted to fly closer than 500 FT to any person, vessel, vehicle or structure.
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.
Note: Refer also to VRPs in use at London City.
The London CTR is notified as a Mode S Elementary Transponder Mandatory Zone (TMZ) as detailed at GEN 1.5, paragraph 5.3.
The London CTR TMZ has the same vertical and lateral dimensions as the London CTR, see EGLL AD 2.17.
TMZ exceptions are detailed in GEN 1.5 paragraph 5.3.4, AD-2 EGLD, AD-2 EGTF, AD-2 EGLM and for Brooklands see EGLL AD 2.22 paragraph 9.
Pilots operating in the vicinity of, but intending to remain outside the London CTR within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Thames Director frequency, 132.700 MHz, are encouraged to select SSR code 0012.
513630N 0001545E - 514111N 0001345W -
514027N 0003627W - 514015N 0005348W -
513444N 0005508W - 512335N 0005516W -
511422N 0003506W - 511957N 0001917E -
513630N 0001545E.
Selection of 0012 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 London CTR at all times.
Whilst squawking 0012, pilots should be aware that Thames 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 0012 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.
Enhanced Time Based Separation minima are in permanent use for wake turbulence separation in place of UK fixed distance based minima for wake turbulence. These are based on European Wake Vortex Re-categorisation (RECAT-EU) minima, and include reduced separation in medium and strong headwind conditions. This change has been made on the basis of an extensive data collection campaign of measured wake vortex behaviour over a number of years at Heathrow and monitoring of operational use of Time Based Separation since 2015. A system of using real time aircraft data to derive MET conditions has been proven using operational data.
When in stronger headwind conditions, a moderate reduction in separation distances from lead and follower aircraft may be observed in comparison to RECAT-EU distance based wake turbulence minima. For further details, please refer to the AIC Pink (P) Wake Turbulence at www.nats.aero/ais.
During TBS operations, RNAV (GNSS) final approach requests may be refused by Heathrow Director to ensure runway efficiency is maintained.
Aircraft operators are required to share with Heathrow any occurrence reports for reportable incidents which occur on the ground at Heathrow, or during the initial (take-off) or final (approach and landing) phases of flight to or from Heathrow.
Copies of Air Safety Reports or Mandatory Occurrence Reports filed by aircraft operators must be sent to the Aerodrome Safety and Assurance team at airside_safety@heathrow.com. Heathrow also encourages voluntary safety reports and observations as these may help to improve safety. Any such reports or observations should also be sent to the aforementioned address.
|
AERODROME CHART - ICAO |
| AD 2.EGLL-2-1 |
|
AIRCRAFT GROUND MOVEMENT/ALL TAXIWAYS CHART - ICAO |
| AD 2.EGLL-2-2 |
|
AERODROME CHART A380 GROUND MOVEMENT - ICAO |
| AD 2.EGLL-2-3 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING - TERMINAL 5 CHART - ICAO |
| AD 2.EGLL-2-4 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING - TERMINAL 4 CHART - ICAO |
| AD 2.EGLL-2-5 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING - TERMINAL 3 CHART - ICAO |
| AD 2.EGLL-2-6 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING - TERMINAL 1 and 2 CHART - ICAO |
| AD 2.EGLL-2-7 |
|
AIRCRAFT GROUND MOVEMENT/REMOTE DE-ICING AREAS LOCATION CHART - ICAO |
| AD 2.EGLL-2-8 |
|
GROUND MOVEMENT CHART - HOLDING AREAS for RUNWAY 27R - ICAO |
| AD 2.EGLL-2-9 |
|
GROUND MOVEMENT CHART - HOLDING AREAS for RUNWAY 27L - ICAO |
| AD 2.EGLL-2-10 |
|
GROUND MOVEMENT CHART - HOLDING AREAS for RUNWAY 09L - ICAO |
| AD 2.EGLL-2-11 |
|
GROUND MOVEMENT CHART - HOLDING AREAS for RUNWAY 09R - ICAO |
| AD 2.EGLL-2-12 |
|
LONDON CTR LOCAL FLYING AND ENTRY/EXIT PROCEDURES |
| AD 2.EGLL-3-1 |
|
HELICOPTER ROUTES in the LONDON CTR and LONDON/CITY CTR |
| AD 2.EGLL-3-2 |
|
HELICOPTER CROSSING OPERATIONS |
| AD 2.EGLL-4-1 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO |
| AD 2.EGLL-5-1 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART TEXT |
| AD 2.EGLL-5-2 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) COMPTON 3F 3G 5J 4K - ICAO |
| AD 2.EGLL-6-1 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) MAXIT 1F 1G MODMI 1J 1K - ICAO |
| AD 2.EGLL-6-2 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) BROOKMANS PARK 7F 7G 6J 5K - ICAO |
| AD 2.EGLL-6-3 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) UMLAT 1F 1G ULTIB 1J 1K - ICAO |
| AD 2.EGLL-6-4 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) DET 2F 2G 1J 1K - ICAO |
| AD 2.EGLL-6-5 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) GOGSI 2F 2G GASGU 2J 2K (RNAV SUBSTITUTION ONLY) - ICAO |
| AD 2.EGLL-6-6 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) OTMET 1H ROXOG 1H - ICAO |
| AD 2.EGLL-7-1 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) ALESO 1H LAM 1X TANET 1Z - ICAO |
| AD 2.EGLL-7-2 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) OCK 1Z - ICAO |
| AD 2.EGLL-7-3 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) NUGRA 1H LAM 1Z - ICAO |
| AD 2.EGLL-7-4 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) HON 1H - ICAO |
| AD 2.EGLL-7-5 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) BARMI 1H LOGAN 2H - ICAO |
| AD 2.EGLL-7-6 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) TOBID 1X - ICAO |
| AD 2.EGLL-7-7 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) HAZEL 1H - ICAO |
| AD 2.EGLL-7-8 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) BIG 1Z LAM 1Y - ICAO |
| AD 2.EGLL-7-9 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) FITBO 1H - ICAO |
| AD 2.EGLL-7-10 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) SIRIC 1H - ICAO |
| AD 2.EGLL-7-11 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) SIRIC 1Z - ICAO |
| AD 2.EGLL-7-12 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES OTMET 1H ROXOG 1H ALESO 1H LAM 1X |
| AD 2.EGLL-7-13 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES TANET 1Z OCK 1Z NUGRA 1H LAM 1Z |
| AD 2.EGLL-7-14 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES HON 1H BARMI 1H LOGAN 2H TOBID 1X |
| AD 2.EGLL-7-15 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES HAZEL 1H BIG 1Z LAM 1Y FITBO 1H |
| AD 2.EGLL-7-16 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES SIRIC 1H SIRIC 1Z |
| AD 2.EGLL-7-17 |
|
RNAV HOLD CODING TABLES BIG BNN BRASO FITBO HON LAM LOGAN |
| AD 2.EGLL-7-18 |
|
RNAV HOLD CODING TABLES OCK OCTIZ SABER TIGER WCO |
| AD 2.EGLL-7-19 |
|
INITIAL APPROACH PROCEDURES ILS RWY 09L/R via BIG and OCK (RNAV SUBSTITUTION ONLY) |
| AD 2.EGLL-7-20 |
|
INITIAL APPROACH PROCEDURES ILS RWY 09L/R Without Radar Control via BNN and LAM |
| AD 2.EGLL-7-21 |
|
INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via BIG |
| AD 2.EGLL-7-22 |
|
INITIAL APPROACH PROCEDURES ILS RWY 27L/R via OCK (RNAV SUBSTITUTION ONLY) |
| AD 2.EGLL-7-23 |
|
INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via BNN and LAM |
| AD 2.EGLL-7-24 |
|
INITIAL APPROACH PROCEDURES ILS RWY 09L/R via CHT and EPM (RNAV SUBSTITUTION ONLY) |
| AD 2.EGLL-7-25 |
|
INITIAL APPROACH PROCEDURES ILS RWY 27L/R via CHT and EPM (RNAV SUBSTITUTION ONLY) |
| AD 2.EGLL-7-26 |
|
INSTRUMENT APPROACH CHART ILS/DME I-AA RWY 09L - ICAO |
| AD 2.EGLL-8-1 |
|
INSTRUMENT APPROACH CHART LOC/DME I-AA RWY 09L - ICAO |
| AD 2.EGLL-8-2 |
|
INSTRUMENT APPROACH CHART RNP RWY 09L - ICAO |
| AD 2.EGLL-8-3 |
|
INSTRUMENT APPROACH CHART ILS/DME I-BB RWY 09R - ICAO |
| AD 2.EGLL-8-4 |
|
INSTRUMENT APPROACH CHART LOC/DME I-BB RWY 09R - ICAO |
| AD 2.EGLL-8-5 |
|
INSTRUMENT APPROACH CHART RNP RWY 09R - ICAO |
| AD 2.EGLL-8-6 |
|
INSTRUMENT APPROACH CHART ILS/DME I-LL RWY 27L - ICAO |
| AD 2.EGLL-8-7 |
|
INSTRUMENT APPROACH CHART LOC/DME I-LL RWY 27L - ICAO |
| AD 2.EGLL-8-8 |
|
INSTRUMENT APPROACH CHART RNP RWY 27L - ICAO |
| AD 2.EGLL-8-9 |
|
INSTRUMENT APPROACH CHART ILS/DME I-RR RWY 27R - ICAO |
| AD 2.EGLL-8-10 |
|
INSTRUMENT APPROACH CHART LOC/DME I-RR RWY 27R - ICAO |
| AD 2.EGLL-8-11 |
|
INSTRUMENT APPROACH CHART RNP RWY 27R - ICAO |
| AD 2.EGLL-8-12 |
|
INSTRUMENT APPROACH PROCEDURE CODING TABLES - RNP RWY 09L/R and 27L/R |
| AD 2.EGLL-8-13 |
Not applicable