EGLL  —  LONDON HEATHROW

EGLL  AD 2.1  AERODROME LOCATION INDICATOR AND NAME

EGLL  —  LONDON HEATHROW

EGLL  AD 2.2  AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

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

83 FT / 20 °C

4

Geoid undulation at AD ELEV PSN

151 FT

5

Magnetic Variation / Annual Change

0.27°W (2019) / 0.15°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.

Types of traffic permitted: IFR/VFR/SVFR.

EGLL  AD 2.3  OPERATIONAL HOURS

1AD Administration

H24

2Customs and immigration

H24

3Health and sanitation

4AIS Briefing Office

5ATS Reporting Office (ARO)

H24

6MET Briefing Office

7ATS

H24

See also AD 2.18.

8Fuelling

H24

Refer to AD 2.20 item 1.

9Handling

H24

Refer to AD 2.20 item 1.

10Security

H24

Refer to AD 2.20 item 1.

11De-icing

H24

Refer to AD 2.20 item 1.

12Remarks

EGLL  AD 2.4  HANDLING SERVICES AND FACILITIES

1Cargo handling facilities

Full.

2Fuel and oil types

AVTUR JET A-1

Oils: Various by arrangement with fuel companies.

3Fuelling facilities/capacity

Hydrant refuelling. Very limited bowser capacity.

4De-icing facilities

By arrangement with handling agent.

5Hangar space for visiting aircraft

By arrangement with BA or Virgin Atlantic.

6Repair facilities for visiting aircraft

Maintenance and repair (by arrangement).

7Remarks 

EGLL  AD 2.5  PASSENGER FACILITIES

1Hotels

Hotels in vicinity.

2Restaurants

Restaurant, buffet and bar.

3Transportation

Underground and Express to Central London, Buses, Coaches, taxis and car hire.

4Medical facilities

Occupational Health Department. Tel: 020-8745 7211/7047/7048.

5Bank and Post Office

Post Office Second Floor, Departures Building, Terminal 3.

6Tourist Office 
7Remarks 

EGLL  AD 2.6  RESCUE AND FIRE FIGHTING SERVICES

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

 

EGLL  AD 2.7  SEASONAL AVAILABILITY - CLEARING

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.
Runways (09L/27R & 09R/27L) De-iced/Anti-iced with PG.
Latest information from: Airfield Duty Manager (AfDM).

EGLL  AD 2.8  APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

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

 

EGLL  AD 2.9  SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

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.
Heathrow Airport operates a variety of stand types and configurations such as Standard apron/stand, Multiple Aircraft Ramp System (MARS) and Multi Choice Apron (MCA).
Standard Apron/stands will have a single yellow centre-line. Each stand will have an individual stand number.
MARS stands consist of a main centre-line painted yellow and will have two subsidiary centre-lines either side of the main centre-line. These subsidiary centre-lines are painted yellow/white and are given the designation of the stand number with ‘L’ (Left) and ‘R’ (Right) added.
Multi Choice Aprons use multiple centre-lines to allow the operation of a variety of different combinations of parked aircraft. The airline operative will select the assigned stand Visual Docking Guidance System (VDGS) to allow the aircraft to park, or a marshaller shall assist with the aircraft parking. Each stand will have an individual stand number.
Illuminated stand number indicators are provided on most stands.
The majority of stands are equipped with the 'Safedock' Visual Docking Guidance System (VDGS). A marshalling service will be provided for the minority of the remaining stands that do not have VDGS fitted. Flight crew must not attempt to self-park if the VDGS is not activated or calibrated for their aircraft type.

In the event of there being no activated VDGS displayed upon approach to the stand, flight crews should:

- Hold position on the taxiway centre-line.
- Inform Ground Movement Control (GMC) they are awaiting stand entry guidance.
- Contact company to arrange activation.

Note: GMC may request aircraft to ‘report parked’ – this is not an instruction to self-park.

In the event of a failure of the VDGS during parking, flight crews should:

- Inform Ground Movement Control (GMC) of a stand entry guidance failure.
- Contact company to arrange a marshaller.

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

Illuminated red stop bars are provided where appropriate.

4

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, 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.

EGLL  AD 2.10  AERODROME OBSTACLES

In Approach/Take-off areas
Obstacle ID/ DesignationObstacle
Type
Obstacle
Position
Elevation/HeightObstruction
Lighting Type/Colour
Remarks
123456
(EGLL15385) 09L/APPROACH

TREE

512845.25N 0002936.01W 118 FT 

No

 
(EGLL15382) 09L/APPROACH

TREE

512844.52N 0002935.97W 117 FT 

No

 
(EGLL3155) 27R/TAKE-OFF

LAMP POST

512842.60N 0002937.48W 98 FT 

No

 
(EGLL15577) 27R/TAKE-OFF

TREE

512842.15N 0002948.72W 118 FT 

No

 
(EGLL15566) 27R/TAKE-OFF

TREE

512841.27N 0002947.88W 114 FT 

No

 
(EGLL15227) 27R/TAKE-OFF

TREE

512837.88N 0002942.62W 103 FT 

No

 
(EGLL15195) 27R/TAKE-OFF

TREE

512836.14N 0002953.10W 121 FT 

No

 
(EGLL13699) 27R/APPROACH

LAMP POST

512835.41N 0002544.87W 94 FT 

No

 
(EGLL13700) 27R/APPROACH

LAMP POST

512834.34N 0002543.40W 97 FT 

No

 
27L/27R/APPROACH

CRANE

512812.43N 0002144.54W 391 FT 

Yes

 
(EGLL13680) 09R/APPROACH

LAMP POST

512759.65N 0002921.16W 105 FT 

No

 
(EGLL16075) 27L/TAKE-OFF

TREE

512756.89N 0003012.05W 155 FT 

No

 
(EGLL2424) 27L/TAKE-OFF

FLOODLIGHT

512756.68N 0002923.92W 98 FT 

No

 
(EGLL16054) 27L/TAKE-OFF

TREE

512754.44N 0002937.22W 108 FT 

No

 
(EGLL16222) 09R/TAKE-OFF

TREE

512751.01N 0002542.48W 106 FT 

No

 
(EGLL16216) 09R/TAKE-OFF

TREE

512749.79N 0002538.04W 112 FT 

No

 
(EGLL16237) 27L/APPROACH

TREE

512749.08N 0002544.52W 113 FT 

No

 
(EGLL16206) 27L/APPROACH

TREE

512749.01N 0002529.53W 124 FT 

No

 
(EGLL16254) 27L/APPROACH

TREE

512748.44N 0002548.49W 110 FT 

No

 
(EGLL11090) 09R/APPROACH

TREE

512747.06N 0002934.68W 122 FT 

No

 
In circling area and at aerodrome
Obstacle ID/ DesignationObstacle
Type
Obstacle
Position
Elevation/HeightObstruction
Lighting Type/Colour
Remarks
123456
(EGLL6032)

SPIRE

513427.08N 0002015.52W 557 FT 

No

 
(EGLL6033)

BUILDING

513423.96N 0002014.50W 453 FT 

No

 
(EGLL6034)

SPIRE

513423.77N 0002012.14W 475 FT 

No

 
(EGLL5997)

AERIAL

513133.05N 0002742.07W 299 FT 

No

 
(EGLL5884)

AERIAL

513107.77N 0002443.09W 282 FT 

No

 
(EGLL13728)

BUILDING

513044.76N 0001839.95W 340 FT 

No

 
(EGLL16302)

TOWER CRANE JIB

513040.94N 0002222.04W 381 FT 

Yes

Red

 
C11/18/13

CRANE

513039.27N 0002820.46W 319 FT 

Yes

Steady red

 
C11/18/14

CRANE

513038.93N 0002819.12W 341 FT 

Yes

Steady red

 
(EGLL16297)

TOWER CRANE JIB

513037.82N 0001931.60W 395 FT 

Yes

Red

 
C10/18/22

CRANE

513003.71N 0002449.60W 324 FT 

Yes

Steady red

 
(EGLL16301)

TOWER CRANE JIB

513026.24N 0002313.12W 425 FT 

Yes

Red

 
C04/18/37

CRANE

513025.00N 0002313.79W 349 FT 

Yes

Steady red

 
(EGLL16309)

TOWER CRANE

513024.40N 0002309.80W 295 FT 

Yes

Red

 
(EGLL16300)

TOWER CRANE JIB

513021.15N 0002230.71W 547 FT 

Yes

Red

 
(EGLL16299)

TOWER CRANE JIB

513021.08N 0002229.64W 450 FT 

Yes

Red

 
C11/17/21

CRANE

513020.75N 0002230.11W 456 FT 

Yes

Steady red

 
C11/17/19

CRANE

513020.75N 0002230.11W 547 FT 

Yes

Steady red

 
(EGLL16298)

TOWER CRANE JIB

513016.09N 0002231.59W 477 FT 

Yes

Red

 
201901297.4

CRANE

513015.57N 0002231.80W 482 FT 

Yes

Steady red

 
2019061250

CRANE

513013.79N 0002519.44W 322 FT 

Yes

Steady red

 
C12/18/05

CRANE

513013.55N 0002530.04W 383 FT 

Yes

Steady red

 
(EGLL6072)

PYLON

513013.13N 0002955.78W 258 FT 

No

 
2019020520

CRANE

513007.68N 0002503.07W 457 FT 

Yes

Steady red

 
(EGLL13743)

CHIMNEY

513006.24N 0002452.88W 288 FT 

Yes

Red

 
C11/18/18

CRANE

513004.04N 0002504.13W 241 FT 

Yes

Steady red

 
(EGLL8178)

CRANE

512926.91N 0001810.43W 345 FT 

No

 
(EGLL5638)

CHIMNEY

512908.51N 0003018.05W 320 FT 

Yes

Red

 
(EGLL6506)

FLAG POLE

512902.42N 0003615.51W 354 FT 

No

 
(EGLL3659)

RADAR AERIAL

512737.69N 0002622.62W 220 FT 

No

 
(EGLL6192)

PYLON

512730.18N 0003221.32W 227 FT 

No

 
(EGLL16269)

TOWER CRANE

512703.31N 0002505.48W 270 FT 

Yes

Red

 
C19/01/10

CRANE

512659.46N 0002433.69W 316 FT 

Yes

Steady Red

 
(EGLL6521)

TREE

512656.96N 0003829.09W 403 FT 

No

 
(EGLL12074)

BUILDING

512656.79N 0002424.92W 214 FT 

No

 
(EGLL6429)

PYLON

512652.26N 0003137.32W 225 FT 

No

 
(EGLL6896)

CHURCH

512649.92N 0002431.67W 235 FT 

No

 
(EGLL6492)

TREE

512632.65N 0003457.57W 383 FT 

No

 
(EGLL6495)

TREE

512629.35N 0003522.72W 380 FT 

No

 
(EGLL6470)

TREE

512626.15N 0003447.70W 370 FT 

No

 
(EGLL16322)

TOWER CRANE

512625.95N 0003411.97W 401 FT 

Yes

Red

 
(EGLL16321)

TOWER CRANE

512624.48N 0003410.48W 424 FT 

Yes

Red

 
(EGLL6925)

TREE

512624.40N 0003524.22W 385 FT 

No

 
(EGLL6465)

TREE

512617.92N 0003446.58W 374 FT 

No

 
(EGLL16339)

TOWER CRANE JIB

512608.50N 0003027.45W 371 FT 

Yes

Red

 
C11/18/02

CRANE

512608.45N 0003023.96W 443 FT 

Yes

Steady red

 
(EGLL16338)

TOWER CRANE JIB

512606.85N 0003025.98W 329 FT 

Yes

Red

 
C12/18/16

CRANE

512602.74N 0002750.22W 318 FT 

Yes

Steady Red

 
C12/18/17

CRANE

512601.77N 0002747.25W 318 FT 

Yes

Steady Red

 

EGLL  AD 2.11  METEOROLOGICAL INFORMATION PROVIDED

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 EXETER

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.)

 

EGLL  AD 2.12  RUNWAY PHYSICAL CHARACTERISTICS

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
1234567

09L

089.67°

3902 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

151 FT

THR 79 FT

 

27R

269.71°

3902 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

151 FT

THR 78 FT

 

09R

089.68°

3660 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

151 FT

THR 75 FT

 

27L

269.72°

3660 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

151 FT

THR 77 FT

 
SWY DimensionsClearway DimensionsStrip DimensionsRESA Dimensions, Overshoot / UndershootLocation/description of arresting systemOFZRemarks
891011121314

4022 x 300 M

  

RWY 09L

Northern runway shoulders between A1 and A11 are 20.5 M and between A11 and A13 are 12.5 M.

78 x 50 M

4022 x 300 M

  

RWY 27R

Northern runway shoulders between A1 and A11 are 20.5 M and between A11 and A13 are 12.5 M.

  

RWY 09R

Southern runway shoulders between N1 and N7 are 20.5 M and between N7 and N11 are 12.5 M.

  

RWY 27L

Southern runway shoulders between N1 and N7 are 20.5 M and between N7 and N11 are 12.5 M.

EGLL  AD 2.13  DECLARED DISTANCES

Runway designator

TORA

TODA

ASDA

LDA

Remarks

123456

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.

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 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

EGLL  AD 2.14  APPROACH AND RUNWAY LIGHTING

RWYApproach lighting Type/ Length/ IntensityThreshold lighting Colour/ Wing barsVASIS/ MEHT/ PAPI/PAPI Dist from THRTDZ,lightingLengthRunway Centre LinelightingLength/ Spacing/Colour/ IntensityRunway edge lighting Length/ Spacing/Colour/ IntensityRunway end lighting Colour/ Wing barsStopway lightingLength/ColourRemarks
12345678910

09L

Coded centre-line with five crossbars.
Supplementary lighting inner 300 M.

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.
Supplementary lighting inner 300 M.

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.
Supplementary lighting inner 300 M.

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

  

EGLL  AD 2.15  OTHER LIGHTING, SECONDARY POWER SUPPLY

1

ABN/IBN location, characteristics and hours of operation

 
2

LDI location and lighting

Anemometer location and lighting

Anemometer: 09L: 512842.70N 0002848.27W - 27R: 512843.28N 0002619.54W - 09R: 512749.15N 0002839.36W - 27L: 512749.69N 0002621.49W.

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.

EGLL  AD 2.16  HELICOPTER LANDING AREA

1

Coordinates TLOF or THR of FATO, geoid undulation

TLOF: 512744.27N 0002704.97W

2

TLOF and/or FATO elevation

TLOF: 75 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.
Refer to AD 2.22 paragraph 10 for VFR/Special VFR helicopter flights in the London CTR and paragraph 12 for Helicopter Routes in the London CTR.

EGLL  AD 2.17  AIR TRAFFIC SERVICES AIRSPACE

Designation and
lateral limits
Vertical LimitsAirspace ClassATS unit callsign/
language
Transition AltitudeHours of applicabilityRemarks
1234567

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 - 512104N 0004242W 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 - 513611N 0001253W thence clockwise by the arc of a circle radius 12 NM centred on 512812N 0002713W to 512013N 0001255W - 512013N 0003800W - 512104N 0004242W 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

Lower limit: SFC

D

HEATHROW RADAR

English

6000 FT

  

EGLL  AD 2.18  AIR TRAFFIC SERVICES COMMUNICATION FACILITIES

Service
Designation

CallsignChannel(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.

Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information.

  

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 during hours of operation. At other times call 'Heathrow Ground'.
DOC 5 NM/GND.

0630-2200 (0530-2200) or as directed

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.
Ground Movement Control.

As directed by ATC

 
  

121.855 MHz

DOC 5 NM/GND.
Ground Movement Control.

As directed by ATC

 
  

121.905 MHz

DOC 5 NM/GND.
Ground Movement Control.

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 Radar: 0600-0700 (0500-0600) and 2030-2230 (1930-2130) or Heathrow Director: 2230-0600 (2130-0500).

Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information.

  

125.625 MHz

VFR and Special VFR flights in the London CTR and the London City CTR/CTA.
DOC 60 NM/20,000 FT.

H24

 
  

127.525 MHz

When instructed by ATC.

H24

 

ATIS ARR

HEATHROW INFORMATION

113.750 MHz

DOC 60 NM/20,000 FT.
Broadcast on Bovingdon VOR.

0320-2300 (0220-2200)

Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information.

  

115.100 MHz

DOC 60 NM/20,000 FT.
Broadcast on Biggin VOR.

0320-2300 (0220-2200)

 
  

128.080 MHz

DOC 60 NM/20,000 FT.

0320-2300 (0220-2200)

 

ATIS DEP

HEATHROW INFORMATION

121.935 MHz

DOC 5 NM/GND.

0320-2300 (0220-2200)

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.
Non-ATS frequency.

Available when Fire vehicle attending aircraft on the ground in an emergency.

Non 833 KHz equipped aircraft should refer to AD 2.20 Local Aerodrome Regulation, 2.Ground Movement, e) Start Up Procedure, for further information.

EGLL  AD 2.19  RADIO NAVIGATION AND LANDING AIDS

Type of Aid
CAT of ILS/MLS
MAG Var/VOR Declination
IdentFrequencyHours of OperationPosition of transmitting antenna coordinatesElevation of DME transmitting antennaRemarks
1234567

ILS/LLZ

III

0.27°W (2019)

IAA

110.300 MHz

HO

512839.71N 0002537.06W

 

(RWY 09L)
Particular care should be exercised in selecting the appropriate ILS facility as more than one ILS will normally be radiating.

ILS/GP

IAA

335.000 MHz

HO

512843.50N 0002850.43W

 

(RWY 09L)
3° ILS Ref Datum Hgt 51 FT.
Certified for extended range to 15 NM. Not for use below 2200 FT at this range.

ILS/LLZ

III

0.27°W (2019)

IBB

109.500 MHz

HO

512753.89N 0002541.63W

 

(RWY 09R)
Particular care should be exercised in selecting the appropriate ILS facility as more than one ILS will normally be radiating.

ILS/GP

IBB

332.600 MHz

HO

512748.97N 0002840.54W

 

(RWY 09R)
3° ILS Ref Datum Hgt 50 FT.
Certified for extended range to 15 NM. Not for use below 2200 FT at this range.

ILS/LLZ

III

0.27°W (2019)

ILL

109.500 MHz

HO

512753.14N 0002928.20W

 

(RWY 27L)
False Capture may be experienced when approaching from the north and south.
Particular care should be exercised in selecting the appropriate ILS facility as more than one ILS will normally be radiating.

ILS/GP

ILL

332.600 MHz

HO

512749.47N 0002620.00W

 

(RWY 27L)
3° ILS Ref Datum Hgt 56 FT.
Certified for extended range to 15 NM. Not for use below 2200 FT at this range.

ILS/LLZ

III

0.27°W (2019)

IRR

110.300 MHz

HO

512838.88N 0002937.39W

 

(RWY 27R)
Particular care should be exercised in selecting the appropriate ILS facility as more than one ILS will normally be radiating.

ILS/GP

IRR

335.000 MHz

HO

512843.83N 0002617.50W

 

(RWY 27R)
3° ILS Ref Datum Hgt 58 FT.
Certified for extended range to 15 NM. Not for use below 2200 FT at this range.

VOR/DME

0.23°W (2019)

(2018)

OCK

100X

115.300 MHz

H24

511818.17N 0002649.86W

200 FT

VOR/DME DOC: 70 NM/25,000 FT (90 NM/25,000 FT in Sector R060-090).

VOR/DME

0.52°W (2019)

0.9°W (2018)

SAM

80Y

113.350 MHz

H24

Hours of operation for aerodrome purposes: HO

505718.90N 0012042.20W

66 FT

VOR/DME DOC: 100 NM/50,000 FT (150 NM/50,000 FT in Sector R226-316). On R204 VOR flag alarms and DME unlocks may be experienced at ranges exceeding 30 NM below 8,000 FT.

NDB

0.33°W (2019)

BUR

421.000 kHz

HO

513108.44N 0004037.89W

DOC: 15 NM except for Sector 340-020 where DOC is 30 NM

NDB

0.3°W (2019)

CHT

277.000 kHz

HO

513723.32N 0003106.87W

Range 25 NM.

NDB

0.22°W (2019)

EPM

316.000 kHz

HO

511910.43N 0002219.12W

Range 25 NM.

ILS/DME

IBB

32X

109.500 MHz

HO

512749.74N 0002730.90W

92.85 FT

(RWY 09R)
On AD.
DME freq paired with ILS I-BB and I-LL.
Zero range is indicated at THR of Runway 09R and 27L.

ILS/DME

ILL

32X

109.500 MHz

HO

512749.74N 0002730.90W

92 FT

(RWY 27L)
On AD.
DME freq paired with ILS I-BB and I-LL.
Zero range is indicated at THR of Runway 09R and 27L.

ILS/DME

IRR

40X

110.300 MHz

HO

512843.84N 0002732.51W

89 FT

(RWY 27R)
On AD.
DME freq paired with ILS I-AA and I-RR.
Zero range is indicated at THR of Runway 09L and 27R.

ILS/DME

IAA

40X

110.300 MHz

HO

512843.84N 0002732.51W

98.56 FT

(RWY 09L)
On AD.
DME freq paired with ILS I-AA and I-RR.
Zero range is indicated at THR of Runway 09L and 27R.

EGLL  AD 2.20  LOCAL AERODROME REGULATIONS

1  Airport Regulations
  1. Use governed by regulations applicable to the London CTR.

  2. 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:

    1. 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.

    2. The first VHF RTF communication with Approach Control must include the words 'Customs required' if the flight is an international one.

  3. 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.

  4. 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.

  5. 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.

  6. Availability: H24, subject to the approval of the Airside Director, 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:

    1. prior written permission and a clearance number for each flight is obtained from the Airside Director, Heathrow Airport Limited; and

    2. 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 Airside Director, 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 Airside Director 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.

    1. Aircraft owner/operator;

    2. Aircraft type and registration;

    3. Origin and/or destination;

    4. ETA and ETD;

    5. Number of passengers;

    6. A handling agent (Airline Operator or Handling Agent based at Heathrow) is a requirement for all flights including general aviation and helicopter movements;

    7. Purpose of flight.

      Use is also subject to limitations imposed by Night Noise Restrictions (see current supplements).

  7. For the purposes of this paragraph (g), 'General or Business Aviation' shall mean any air traffic not falling into any of the following categories:

    1. Scheduled Flights (as defined in paragraph (f));

    2. 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;

    3. Official Flights which shall mean: any traffic engaged on the Queen'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:

    1. they obtain prior written permission to do so from the Airside Director, Heathrow Airport Limited; and

    2. they obtain a slot in advance of each movement also from the airport co-ordinator; and

    3. 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 Airside Director, 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 Airside Director, 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 Airside Director 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.

    1. Aircraft owner/operator;

    2. Aircraft type and registration;

    3. Origin and/or destination;

    4. ETA and ETD;

    5. Number of passengers;

    6. A handling agent (Airline Operator or Handling Agent based at Heathrow) is a requirement for all flights including general aviation and helicopter movements;

    7. 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.

  8. 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.

  9. The operation of the Antonov An124 and An225 is subject to prior approval of the Airside Operations, Tel: 0776-762 0134.

  10. 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.

  11. 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), tel +44(0)208 757 3501, 0530-0000 (local).

    1. Level One intervention – tactical tools and methodologies used to minimise the impact of short term capacity issues. These are applied under BAU conditions;

    2. 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.

    3. 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.

    4. 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.

2  Ground Movement
  1. General

    1. 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.

    2. Directions issued by ATC should be followed specifically. RTF transmissions must be brief, concise and kept to the minimum number.

    3. 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.

    4. 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.

    5. 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.

    6. 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.

    7. ATC will clear aircraft to the holding point of the departure runway in use. Until a line-up clearance of sequence instruction is issued, commanders are to position their aircraft in such a way that the entrances to the runways are not obstructed.

    8. Heathrow Airport is equipped with an advanced surface movement radar utilising Mode-S.

      1. 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

      2. Flight crew should:

        Select XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STDBY, and the assigned Mode A code.

        From the request for push back or taxi whichever is earlier;

        After landing, continuously until the aircraft is fully parked on stand

        After parking the Mode A code 2000 must be set before selecting OFF or STDBY.

      3. 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.

    9. Pilots are required to inform Heathrow Delivery if the aircraft livery conflicts with the aircraft callsign.

    10. 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.

  2. Manoeuvring Area

    1. 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'.

    2. The Manoeuvring Area is equipped with the following forms of taxiway guidance:

      1. Yellow painted taxiway centre-lines;

      2. Yellow painted holding position lines at the approach to runways;

      3. Yellow painted special holding position lines related to runway protection in CAT ll/lll;

      4. 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.

      5. An illuminated red stopbar means STOP. Aircraft must not proceed until the stopbar is extinguished and ATC permission is received;

      6. 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.

    3. Ground movement of large aircraft:

      1. A380 aircraft – taxiway routes available to the A380 are shown on chart AD 2-EGLL-2-3, marked in yellow. 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.

      2. 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.

      3. All B747/400 aircraft on Taxiway Zulu must be under tow.

      4. 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 TULLA - turning right onto Link 41 to face west.

      5. Pilots of B747, B777, A340 and Code F aircraft are not permitted to route north on Taxiway Tango turning left on Taxiway Sierra facing west under power.

    4. Code E taxiway-taxiway separation of 80 m is not met as follows: Taxiways Alpha-Bravo between Hotel and AY5.

    5. 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).

    6. 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).

    7. Taxiway Yankee between HANLI and Taxiway Alpha is restricted to aircraft with a maximum size of A321.

    8. Link 56 restricted to Code D aircraft.

  3. 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.

    1. Operations at Terminal 4

      1. Stands 401-403 and 429-432 , except in an emergency, between 2330 and 0600 (local) ; no use of aircraft engines shall be permitted to, from or onto these stands;

      2. 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 and 0600 (local) except in an emergency or as a consequence of essential maintenance work on the alternative access routes.

    2. Operations at Terminal 5

      Between 2330 and 0600 (local):

      1. 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;

      2. 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.

    3. Hierarchy of power sources

      The following hierarchy of power sources must be followed:

      1. FEGP - to be used whenever supplied and serviceable;

      2. GPU - only to be used when FEGP is not supplied or the unit is unserviceable;

      3. APU - only to be used when neither FEGP nor GPU is supplied or both units are unserviceable.

    4. Auxiliary Power Units (APU) procedures

      1. APU must be shut down at the earliest opportunity on arrival on stand.

      2. APUs are not permitted to be used between 2330-0600hrs (local) on:

        Cargo Area stands 601-609 and 611-616;

        Stands 401-403 and 429-432, except in an emergency.

      3. 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.

    5. 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:

      1. When an aircraft is scheduled to be towed off to another location the APU may be restarted for safety reasons not in excess of 10 minutes prior to the planned movements.

      2. When the planned towing movement as specified under 1 is delayed due ATC, then the APU may be left running.

      3. Where no fourth FEGP plug is available on stand, A380 aircraft are permitted to use a GPU to support FEGP usage.

      4. 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.

      5. 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.

      6. 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.

    6. 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.

  4. Runway Crossing Procedure (Runway 09R/27L)

    1. 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.

    2. 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.

    3. 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 it is essential that the aircraft or vehicle holds position when clear of the runway.

  5. Start-up Procedures

    1. General

      1. 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.

      2. 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'.

      3. All jet aircraft are to advise ATC if, for any reason, they are unable to accelerate after noise abatement procedures to 250 kts. Note that poor departure speed performance may result in a short delay at peak periods.

      4. All non 833 KHz equipped aircraft should contact ATC on the published number to obtain ATC clearance and weather information.

    2. Airport - Collaborative Decision Making (A-CDM)

      1. 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).

      2. 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.

      3. 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.

      4. 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.

      5. 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'.

    3. Clearance Delivery

      1. ATC departure clearances may be obtained by Voice RTF or Data link Departure Clearance Service (DCL) (via SITA or ARINC (623)).

      2. Voice RTF

        (aa) Between 0630 and 1400 and between 1500 and 2200 (local), pilots of operators who have been briefed with regard to the correct phraseology may call for ATC clearance up to 15 minutes prior to be being fully ready to push-back. All other operators must be fully ready before calling on frequency .

      3. 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).

    4. 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.

    5. During busy periods (normally following disruption), aircraft that are fully ready may be transferred to 'Heathrow Planning' prior to 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.

  6. Push-back procedure

    1. 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.

    2. 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.

    3. Flight crews should only illuminate aircraft anti-collision lights following engine start or push back clearance from ATC.

  7. Departures – Minimum Runway Occupancy Time

    1. 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.

    2. 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.

    3. 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.

    4. 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.

    5. Pilots not able to comply with these requirements should notify ATC as soon as possible once transferred to Heathrow Tower Departures Frequency.

  8. Intersection Departures

    1. Runway 27R; A4; Runway 27L, N3 and S3, Runway 09R; N8 and N10 are NOT , for the purposes of vortex wake, considered by ATC to be intersection departures.

    2. 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.

  9. Reduced Engine Taxi

    1. 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;

    2. 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.

    3. 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.

3  CAT II/III Operations
  1. Runways 09R, 09L, 27R and 27L, subject to serviceability of the required facilities, are suitable for Category ll and lll operations.

  2. 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.

  3. 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.

  4. 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.

  5. 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.

  6. 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

4  Warnings
  1. 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.

  2. 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.

  3. Electricity pylons running on a line NE/SW and 2.6 nm W from ARP at 182 ft aal/262 ft amsl.

  4. 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.

5  Helicopter Operations
  1. General

    1. Normal Flight Priority (defined in CAP 493 Manual of Air Traffic Services) helicopter 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. Below these minima Special VFR helicopter arrivals and departures shall be via H9 south of Heathrow and are permitted provided that the Heathrow reported visibility is 2 km or greater and cloud ceiling 600 ft or greater.

    2. High Flight Priority (Category A to E) helicopters are permitted to overfly Heathrow on a VFR or Special VFR clearance, provided that the Heathrow reported visibility is 2 km or greater and the reported cloud ceiling 600 ft or greater.

    3. 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.

    4. 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.

    5. 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.

    6. 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.

    7. Helicopters are not to cross Heathrow below altitude 800 ft.

    8. 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.

  2. Crossing procedures Runways 27L/R

    1. Helicopters will normally be instructed to cross the departure runway to the east of the threshold. See chart AD 2-EGLL-4-1.

    2. 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.

    3. 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.

    4. In the event of a loss of communication, see paragraph e

  3. Crossing procedures Runways 09L/R

    1. The northbound route for helicopters is: Bedfont-Stanwell-West of Terminal 5-Longford-Sipson. See chart AD 2-EGLL-4-1.

    2. 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.

    3. The southbound route for helicopters is: Sipson-Longford-West of Terminal 5-Stanwell-Bedfont. See chart AD 2-EGLL-4-1.

    4. 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 rejoin 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.

    5. 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.

    6. In the event of a loss of communication, see paragraph e.

  4. Landing and Departing Procedures.

    1. All helicopters to and from Heathrow are subject to PPR .

    2. 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.

    3. 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.

    4. When instructed to route to the HAP from Bedfont or Feltham, or vice versa, remain south of 27L/09R at all times.

    5. A 4 minute wake vortex separation exists for all helicopter movements to/from the HAP subsequent to any A380 departures to/from 27L/09R.

    6. 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.

    7. Caution must be exercised when using this aiming point which is on a live taxiway.

    8. Helicopters alighting at the aiming point will ground or air-taxi to the parking areas as directed by ATC.

  5. Loss of Communications Procedures

    1. 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.

    2. For helicopters overflying or landing at London Heathrow Airport.

      1. 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.

      2. 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.

6  Use of Runways
  1. Preferential Runway System

    1. 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.

    2. 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.

    3. 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.

    4. 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'.

    5. Landing aircraft are to vacate expeditiously. All arrivals are to ensure that they are fully vacated before stopping.

  2. Runway Vacation Guidelines

    1. Due to the High Intensity Runway Operations at Heathrow it is necessary to ensure pilots adhere to the following guidelines.

    2. 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.

    3. 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.

  3. Aircraft Separation

    1. In certain weather conditions 2.5 nm radar separation may be applied on final approach. The conditions when this separation may be utilised are:

      1. Visibility and cloud ceiling equal to or better than 10 km and 1500 ft with a minimum recommended headwind component of approximately 10 kt.

      2. Braking action is good.

      3. 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.

      4. Speed on final approach and 2.5 nm separation from preceding traffic must be stabilised by 8 nm.

7  Training

Not applicable

EGLL  AD 2.21  NOISE ABATEMENT PROCEDURES

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

-3m

*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 hours 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 2dB of the noise recorded at the noise monitor should be disregarded. The amount to be disregarded shall be:

  1. 0.4 dB for a tailwind of up to 1 knot

  2. 0.8 dB for a tailwind exceeding 1 knot but not exceeding 2 knots

  3. 1.2 dB for a tailwind exceeding 2 knots but not exceeding 3 knots

  4. 1.6 dB for a tailwind exceeding 3 knots but not exceeding 4 knots

  5. 2.0 dB for a tailwind exceeding 4 knots.

    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:

  1. Provided that nothing in this sub-paragraph (8) shall apply:

    1. to any propeller driven aircraft whose MTWA does not exceed 5700 kg; or

    2. during the period between 0600 hours 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 Woodley

    Straight ahead to intercept LON VOR RDL 258 until LON DME 7 then turn right onto QDM 271 to WOD NDB (LON DME 16).

    27L

    Via Woodley

    Straight ahead to intercept LON VOR RDL 258 until LON DME 7 then turn right onto QDM 271 to WOD NDB (LON DME 16).

    Via Chiltern

    Straight ahead to be established on BUR NDB QDM 300 by LON DME 4. At LON DME 6 turn right onto QDM 056 to CHT NDB.

    Via Chiltern

    Straight ahead to be established on BUR NDB QDM 300 by LON DME 3. At LON DME 6 turn right onto QDM 056 to CHT NDB.

    Via Burnham/ UMLAT

    Straight ahead to be established on BUR NDB QDM 300 by LON DME 4. At LON DME 7 turn right to follow BUR NDB QDR 358 to abeam BNN VOR (LON DME 16).

    Via Burnham/ UMLAT

    Straight ahead to to be established on BUR NDB QDM 300 by LON DME 3. At LON DME 7 turn right to follow BUR NDB QDR 358 to abeam BNN VOR (LON DME 16).

    Via Midhurst

    Straight ahead to intercept LON VOR RDL 258 until LON DME 5 then turn left onto BUR NDB QDR 163. At LON DME 12 turn right onto MID VOR RDL 013 to MID VOR.

    Via Midhurst

    Straight ahead to intercept LON VOR RDL 242 until LON DME 5.5 then turn left onto BUR NDB QDR 163. At LON DME 12 turn right onto MID VOR RDL 013 to MID VOR.

    Via Epsom/ Detling

    Straight ahead until LON DME 2 then turn left onto QDM 139 to EPM NDB then left onto DET VOR RDL 273 to abeam Biggin (DET DME 21).

    Via Epsom/ Detling

    Straight ahead until I-LL DME 1.0 (LON DME 2) then turn left onto QDM 139 to EPM NDB then left onto DET VOR RDL 273 to abeam Biggin (DET DME 21).

    09L

    Via Woodley

    Straight ahead until LON DME 1.5 then turn right onto QDM 283 to WOD NDB (LON DME 16)

    09R

    Via Woodley

    Straight ahead until LON DME 2 then turn right onto QDM 283 to WOD NDB (LON DME 16).

    Via Ockham/GOGSI

    Straight ahead until LON DME 1.5 then turn right onto LON VOR RDL 127 until LON DME 5 then right onto OCK VOR RDL 044. At OCK DME 2 turn right onto OCK VOR RDL 255 by OCK DME 3.

    Via Ockham/GOGSI

    Straight ahead until LON DME 2 then turn right onto LON VOR RDL 127 until LON DME 5 then right onto OCK VOR RDL 044. At OCK DME 2 turn right onto OCK VOR RDL 255 by OCK DME 3

    Via Midhurst

    Straight ahead until LON DME 1.5 then turn right onto LON VOR RDL 127 until LON DME 3.5 then turn right onto MID VOR RDL 027 to MID VOR.

    Via Midhurst

    Straight ahead until LON DME 2 then turn right onto LON VOR RDL 127 until LON DME 3.5 then turn right onto MID VOR RDL 027 to MID VOR.

    Via Detling

    Straight ahead until LON DME 1.5 then turn right onto track 123° MAG. At LON DME 4 turn left to establish on DET VOR RDL 285 by DET DME 34 to DET DME 20.

    Via Detling

    Straight ahead until LON DME 2 then turn right onto track 123° MAG. At LON DME 4 turn left to establish on DET VOR RDL 285 by DET DME 34 to DET DME 20.

    Via ULTIB

    Straight ahead until LON DME 1.5 then turn left onto track 052° MAG to intercept LON VOR RDL 073. At LON DME 10 turn left onto BIG VOR RDL 331 to ULTIB.

    Via ULTIB

    Straight ahead until LON DME 2 then turn left onto track 052° MAG to intercept LON VOR RDL 073. At LON DME 10 turn left onto BIG VOR RDL 331 to ULTIB.

    Via Brookmans Park

    Straight ahead until LON DME 1.5 then turn left onto track 052°MAG to intercept LON VOR RDL 073. At LON DME 10 turn left onto BPK VOR RDL 198 to BPK VOR.

    Via Brookmans Park

    Straight ahead until LON DME 2 then turn left onto track 052°MAG to intercept LON RDL 073. At LON DME 10 turn left onto BPK VOR RDL 198 to BPK VOR.

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:

  1. 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.

  2. 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 10nm 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.

  3. 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.

  4. 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

  1. S.I. 1981/651.

  2. 1982 c.16.

  3. S.I. 1978/1303.

  4. The Heathrow Airport – London (Noise Abatement Requirements) Notice 2004 signed by G Pendlebury on 24 March 2004.

  5. 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 hours 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 continous provided that no segment of level flight longer than 2.5 nautical miles (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.

EGLL  AD 2.22  FLIGHT PROCEDURES

1  Arrival Routes
  1. Standard Arrival Routes (STARs) for aircraft inbound via the ATS Route System are detailed at AD 2-EGLL-7-1 to 7-14.

  2. Aircraft inbound other than via the ATS Route System:

    1. 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.

    2. 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).

    3. 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.

  3. Aircraft positioning from other London Airports:

    1. Aircraft positioning from London Gatwick Airport will be cleared via BIG VOR as detailed in AD 2-EGKK-6-2.

    2. Aircraft positioning from London Luton Airport will be cleared via BNN VOR as detailed in AD 2-EGGW-1-14 paragraph 5.

2  Holding
  1. Terminal Holding Fixes are established at Biggin (BIG), Bovingdon (BNN) and, Lambourne (LAM) VORs, and Biggin (BIG) and Ockham (OCK) DMEs as detailed on the appropriate STAR charts. Alternate holding fixes at VORs for use when the primary VOR is out of service are established at WEALD, BOVVA and TAWNY respectively. Aircrew are not required to state time and level when entering/reaching the holding fix.

  2. 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

  3. 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.

3  Approach Procedures with Radar Control
  1. 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.

  2. 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.

  3. Detailed Procedures

    1. 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.

    2. 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.

    3. 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 (nonspeed 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.

    4. 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.

    5. 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).

    6. 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.

    7. 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

  4. 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.

  5. 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.

4  Approach Procedures without Radar Control
  1. 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.

  2. 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).

  3. 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.

5  Loss of Communications Procedures (arriving aircraft)
  1. 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.

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

    1. fly to the appropriate terminal holding point as detailed in the STAR;

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

    3. then commence descent for landing in accordance with the 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;

    4. land within 30 minutes (or later if able to approach and land visually).

  3. If complete radio communications failure in the aircraft occurs after the aircraft has reported to ATC on reaching the holding point the aircraft will:

    1. maintain the last assigned holding level at the terminal holding point until:

      1. ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communications with ATC, whichever is the later; or

      2. EAT when this has been received and acknowledged.

    2. 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;

    3. land within 30 minutes (or later if able to approach and land visually).

  4. 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.

  5. If complete radio communications failure in the aircraft occurs following a missed approach the aircraft will:

    1. fly to the appropriate missed approach holding point at 3000 FT ALT;

    2. complete at least one holding pattern;

    3. then commence an approach for landing in accordance with the appropriate initial approach procedures without radar control as detailed at AD 2-EGLL-7.

6  Loss of Communications Procedures (departing aircraft)
  1. 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.

  2. All outbound traffic except those operating on UMLAT 1F 1G: 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.

7  Departure Procedures
  1. 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.

  2. 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.

  3. 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.

8  VFR and Special VFR Clearance in the London Control Zone
  1. 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.

    Note: Pilots holding a Private Pilots Licence (Aeroplanes) are reminded of the visibility requirements for Special VFR flights laid down in Schedule 7 of the Air Navigation Order 2009 and the related notification at ENR 1.4 paragraph 2.4.1.1.

  2. The use of VFR and Special VFR clearances is intended to be confined to the following types of flight:

    1. Light aircraft that wish to proceed to or from an aerodrome within the CTR or to transit the CTR at the lower levels;

    2. 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;

    3. Aircraft carrying out special flights, such as photographic survey flights, which may require penetration of the London CTR in VMC.

  3. 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.

  4. Pilots who wish to leave 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.

  5. Non-scheduled 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 following:

    The weather conditions must be such as to permit the pilot to navigate by visual means, with a visibility of at least 5 KM and a cloud ceiling of not less than 1500 FT. (If the weather observations at London Heathrow are below either of these minima, clearance to enter the London CTR will not be granted).

  6. 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.

  7. 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.

9  Local Flying arrangements and Special Access Lanes for Brooklands, Denham, Fairoaks, London Heliport, Northolt and White Waltham Aerodromes.
  1. 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, Northolt and White Waltham appear in the relevant AD sections. An additional local flying area is established for the unlicensed aerodrome at Brooklands and is detailed below.

  2. Brooklands

    1. 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.

      1. Aircraft to remain below cloud with the surface in sight;

      2. Maximum Altitude: 1500 FT QNH;

      3. 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.

10  VFR and Special VFR Helicopter Flights in the London CTR
  1. General Arrangements

    1. VFR and Special VFR helicopter flying in the London CTR is mostly restricted to flights at or below specified altitudes along defined routes. These routes have been selected to provide maximum safety by avoiding 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 Control Zone. This chart may be obtained from NATS Ltd Chart Stockists - see www.ais.org.uk for details. The illustration also shows the Specified Area of Central London (EG R160) over which flight by single-engined helicopters is virtually prohibited except along the River Thames because of the requirement to be able to land clear of the area in the event of engine failure. Permission in writing from the Civil Aviation Authority is required for flight within the Specified Area by single-engined helicopters.

    2. 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.

    3. The following routes are not available to single-engined helicopters at night: H7, H9 (Hayes to Gutteridge) and H10 (Gutteridge to Kew Bridge).

  2. Procedures for flight along Helicopter Routes

    1. VFR and Special VFR flights in the London Control Zone are not to be operated unless helicopters can remain in a flight visibility of at least 1 KM. Weather minima for crossing, taking-off from, or landing at London Heathrow are detailed at AD 2.20 paragraph 5.

    2. VFR and Special VFR helicopters must remain clear of cloud with the surface in sight.

    3. Altimeter setting will be London Heathrow QNH.

    4. Maximum route altitudes are shown in column 3 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 Perivale and Chiswick Bridge on H10 where the maximum published altitude must be flown accurately. ATC may restrict aircraft to altitudes below the published route maximum as necessary to provide separation from other aircraft.

    5. Pilots should fly the precise routes as depicted on the 1: 50 000 Map entitled Helicopter Routes in the London Control Zone. 'Corner cutting' is to be avoided. In order to obtain sufficient lateral separation from opposite direction traffic, pilots may temporarily deviate to the right of the route.

    6. When flying along the River Thames within the Specified Area (EG R160), 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.

  3. Noise

    1. 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. 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.

    2. Pilots are requested wherever possible to avoid overflying hospitals, palaces, schools and prisons.

  4. Air Traffic Control Clearance

    1. 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 three minutes before reaching the Zone Boundary, giving details of call sign, aircraft type, route, ETA at the CTR boundary, entry point and destination.

  5. Holding

    1. 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.

  6. Communications

    1. Helicopters using London Heliport via the Local Flying Area or any other routes must be able to communicate with the Heliport (Battersea Tower 134.280 MHz).

    2. Helicopters flying along the routes in the London CTR and London City CTR must be able to communicate with Heathrow Radar, and in the case of H9 and H10, also with Northolt Approach Control (126.450 MHz). ‘Compulsory’ and ‘On-Request’ reporting points are shown in column 1 at paragraph 12.

    3. Helicopters using London Heathrow must also be able to communicate with Heathrow Tower.

  7. Loss of Communications Procedures

    1. 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.

    2. 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.

    3. 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.

    4. 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.

    5. For helicopters overflying or landing at London Heathrow Airport, see EGLL AD 2.20 paragraph 5.

  8. Separation between Special VFR helicopters

    1. Separation may be decided 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:

      1. the visibility at London Heathrow is 5 KM or more and the helicopters can operate clear of cloud and in sight of the ground or water and remain in a flight visibility of at least 5 KM;

      2. there is agreement between the helicopter pilots concerned;

      3. the current route structure, the altitudes applicable and communication procedures are adhered to;

      4. 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.' ).

    2. 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 separations currently in force.

11  Inner Area of the London Control Zone
  1. 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.

  2. 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:

    1. Flight Priority Category A, B, C, D, E traffic who shall follow their own notification procedures where appropriate;

    2. Aircraft subject to an Airspace Coordination Notice (ACN) who shall follow the notification process detailed within the ACN;

    3. Aircraft subject to a Non-Standard Flight (NSF) who shall follow the notification process detailed within the NSF;

    4. 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.

  3. 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.

  4. 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.

    1. Inbound

      1. 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;

      2. Provide the name, latitude and longitude of the landing site, the requested routing, the estimated time of arrival and a contact telephone number;

      3. 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);

      4. 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;

      5. 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.

    2. Outbound

      1. 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;

      2. 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;

      3. 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.

12  Helicopter Routes in the London Control Zone and London/City Control Zone
  1. 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

  2. The precise routes which must be adhered to are portrayed on the 1: 50 000 Map entitled Helicopter Routes in the London Control Zone. An indication of the routes network is shown on the illustration at AD 2-EGLL-3-2.

  3. Pilots are required to be at the lower altitudes on arrival at the point at which the lower altitude applies.

  4. On all notified helicopter routes within the London Control Zone and London/City Control Zone 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.

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H2

    

∆ Iver

TQ 035 826

513157N 0003031W

Delaford Park

 

H

 

∆ West Drayton

TQ 052 784

512939N 0002909W

M4 Motorway Crossing of River Colne (1.25 NM west of Airport Spur)

1000 FT

  

▲ Airport Spur

TQ 075 786

512944N 0002715W

Junction of M4 Motorway and Motorway Spur to London Heathrow

 

H

Note

Note: Unless otherwise cleared by ATC, pilots are not to fly south of the M4 between West Drayton and Airport Spur.

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H3

    

▲ Bagshot

SU 908 619

512057N 0004157W

Intersection of London Control Zone/M3 Motorway

2000 FT

H

Note

 

M3 Motorway Junction 3

   
  

1000 FT

  

∆ Thorpe

TQ 018 679

512402N 0003216W

M3 Motorway south of Thorpe Green (M25 intersection)

H

 

▲ Sunbury Lock

TQ 112 683

512409N 0002416W

Midway between Sunbury Lock and the middle of Knight reservoir

 

H

 

∆ Teddington

TQ 170 714

512547N 0001906W

Weir on River Thames

1000 FT

H

 
 

North edge of Richmond Park

   

▲ Barnes

TQ 234 765

512827N 0001325W

River Thames at Barn Elms Park

   

▲ London Heliport

TQ 266 762

512812N 0001046W

London Heliport

 

H

Note

Note: When Heathrow Runways 09L/09R are in use and the Heathrow reported cloud ceiling is below 2000 FT, the route H3 between Sunbury Lock and Barnes is not available to VFR helicopters.
When Heathrow Runways 09L/09R are in use, the Route H3 between Sunbury Lock and Barnes 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).
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.

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H4

    

▲ Isle-of-Dogs

TQ 381 781

512902N 0000042W

Specified Area Boundary crossing River Thames

 

Note 2

∆ London Bridge

TQ 330 805

513027N 0000504W

London Bridge (road bridge)

2000 FT

 

Note 3

Note 4

▲ 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 1: There are no Holding Points on H4 east of London Heliport. The nearest Holding Point is at Greenwich Marshes, outside the 'Specified Area' (EG R160).

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. 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.

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.

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H5

    

▲ Northwood

TQ 071 906

513612N 0002719W

Zone Boundary midway between Harefield and Northwood

2000 FT

H

Note 1

∆ Uxbridge Common

TQ 062 855

513332N 0002813W

Roundabout on A40 road north of Uxbridge Common

H

Note: Pilots may be required to communicate with Northolt Approach (126.450 MHz).

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H7

    

▲ Banstead

TQ 243 614

512014N 0001301W

Golf course northwest of town

2000 FT

H

 
 

Sutton/Epsom railway

1500 FT

  

∆ Morden

Cemetery northeast of Gas Works

   

TQ 229 672

512327N 0001407W

    

∆ Caesar's Camp

TQ 220 711

512532N 0001446W

Golf course southwest corner of Wimbledon Common

1000 FT

H

▲ Barnes

TQ 234 765

512827N 0001325W

River Thames at Barn Elms Park

▲ London Heliport

TQ 266 762

512812N 0001046W

London Heliport

 

H

 

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H9

    

▲ Oxshott West

TQ 101 609

512014N 0002512W

Intersection of London Control Zone/A3 Trunk Road

2000 FT

H

Note 4

∆ Esher Common

TQ 136 621

512051N 0002210W

A3 Trunk Road West of A3/A244 intersection

   

OR

    

▲ Oxshott East

TQ 160 611

512014N 0002006W

Prince’s Coverts

 

H

 

∆ Arbrook

TQ 149 624

512058N 0002100W

Intersection of A3 Trunk Road / Railway Line

2000 FT

  

∆ Esher Common

TQ 136 621

512051N 0002210W

A3 Trunk Road West of A3/A244 intersection

1500 FT

  

THEN

    
 

London/Woking railway

1000 FT

  

▲ Sunbury Lock

Midway between Sunbury Lock and the middle of Knight reservoir

  

TQ 112 683

512409N 0002416W

  

H

 
  

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

Notes 3 and 4

∆ Sipson

TQ 076 772

512900N 0002706W

Open space northeast of the junction Motorway Spur and Main Road A4 at north perimeter of London Heathrow

 

H

 

▲ Airport Spur

TQ 075 786

512944N 0002715W

Junction of M4 Motorway and Motorway Spur to London Heathrow

1000 FT

H

Note 1

∆ Hayes

TQ 082 804

513042N 0002636W

Gravel pits at Goulds Green

1500 FT

H

 

∆ Gutteridge

TQ 097 845

513254N 0002507W

A40, south of Northolt Aerodrome Runway Intersection

2000 FT

H (Note 2)

 

▲ Northwood

TQ 071 906

513612N 0002719W

Zone Boundary midway between Harefield and Northwood

 

H

Note 1

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 and 0800 (local) when London Heathrow Runways 09L/09R are in use.

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.

HELICOPTER ROUTES

Route Designator

Significant Points and National Grid & Lat/Long

Description of Reference

Maximum Altitude (London Heathrow QNH)

Holding Point

Remarks

1

2

3

4

5

H10

    
 

CTR Boundary

2000 FT

  

▲ Cookham

SU 898 857

513345N 0004222W

Bridge over River Thames north of Cookham

 

H

 

∆ Iver

TQ 035 826

513157N 0003031W

Delaford Park

1500 FT

H

Note 3

∆ Uxbridge Common

TQ 062 855

513332N 0002813W

Roundabout on A40 road north of Uxbridge Common

 

H

 

∆ Gutteridge

TQ 097 845

513254N 0002507W

A40, south of Northolt Aerodrome Runway Intersection

 

H (Note 4)

Note 5

∆ Perivale

TQ 170 828

513156N 0001852W

On A40, north of Golf course divided by River Brent

1200 FT
(Note 1)

H (Note 2)

Note 3

Note 6

 

North edge of Gunnesbury Park

 

H

 

∆ Brentford

TQ 186 791

512951N 0001731W

Gunnersbury Park north of Chiswick Fly-over

   

∆ Kew Bridge

TQ 190 778

512914N 0001716W

Bridge across River Thames at northeast corner of Gardens and Common

800 FT
(Note 1)

H

Note 5

 

Chiswick Bridge

   

▲ Barnes

TQ 234 765

512827N 0001325W

River Thames at Barn Elms Park

1000 FT

  

▲ London Heliport

TQ 266 762

512812N 0001046W

London Heliport

 

H

 

Note 1: Between Perivale and Chiswick Bridge, pilots must fly at the published maximum altitude.

Note 2: The holding manoeuvre is to be contained to the west of Perivale.

Note 3: Between Iver and Perivale, pilots may be required to communicate with Northolt Approach (126.450 MHz).

Note 4: The holding manoeuvre is to be carried out to the south of the Northolt Aerodrome Boundary.

Note 5: When Heathrow Runways 09L/09R are in use, Route H10 between Gutteridge and Kew Bridge is subject to severe delays:
for SVFR helicopters
for VFR helicopters when the Heathrow reported cloud ceiling is below 2000 FT.

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 6: Between Perivale and Brentford the route alignment turns from the A40 to the A406 at the Hanger Lane intersection. Pilots should ensure correct visual identification of the turn point due to the interaction with Heathrow Runway 27R final approach track.

13  The Specified Area (EG R160)

Straight lines joining:

Kew Bridge (512912N 0001716W) —

Eastern extremity of Brent Reservoir (513420N 0001407W) —

Gospel Oak Station (513318N 0000904W) —

Southeast corner of Springfield Park (513409N 0000318W) —

Bromley-by-Bow Station (513130N 0000045W) —

Southwest corner of Hither Green (512645N 0000044W) —

Herne Hill Station (512712N 0000610W) —

Wimbledon Station (512515N 0001222W) —

Northwest corner of Castlenau Reservoir (512854N 0001407W) —

Kew Bridge (512912N 0001716W),

excluding so much of the bed of the River Thames as lies within that area between the ordinary high water marks on each of its banks.

14  London CTR Transponder Mandatory Zone (TMZ)
  1. The London CTR is notified as a Mode S Elementary Transponder Mandatory Zone (TMZ) as detailed at GEN 1.5, paragraph 5.3.

  2. The London CTR TMZ has the same vertical and lateral dimensions as the London CTR, see EGLL AD 2.17.

  3. TMZ exceptions are detailed in GEN 1.5 paragraph 5.3.4, AD-2 EGLD, AD-2 EGTF, AD-2 EGLM, AD-2 EGWU and for Brooklands see EGLL AD 2.22 paragraph 9.

15  Frequency Monitoring Code (FMC)
  1. 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 Radar 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.

  2. 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.

  3. Whilst squawking 0012, pilots should be aware that Thames Radar may make blind transmissions in order to ascertain a particular aircraft’s intentions/route.

  4. When a pilot ceases to maintain a listening watch, code 0012 shall be deselected.

EGLL  AD 2.23  ADDITIONAL INFORMATION

1  Mode S Barometric Pressure Setting Data
  1. 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.

2  Time Based Separation (TBS) for Final Approach
  1. 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.

  2. 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-uk.ead-it.com.

  3. During TBS operations, RNAV (GNSS) final approach requests may be refused by Heathrow Director to ensure runway efficiency is maintained.

EGLL  AD 2.24  CHARTS RELATED TO AN AERODROME

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) MIDHURST 4F 3G 3J 3K - 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 1F 1G GASGU 1J 1K - ICAO

AD 2.EGLL-6-6

STANDARD DEPARTURE CHART - INSTRUMENT (SID) MAYFIELD 3F 2G 2J 2K - ICAO

AD 2.EGLL-6-7

RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) OTMET 1H ROXOG 1H - ICAO

AD 2.EGLL-7-1

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

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) VIA BOVINGDON - ICAO

AD 2.EGLL-7-4

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) VIA BOVVA (VOR BNN U/S) - ICAO

AD 2.EGLL-7-5

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) VIA LAMBOURNE - ICAO

AD 2.EGLL-7-6

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) BEDEK 1H 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

STANDARD INSTRUMENT ARRIVAL CODING TABLES - OTMET 1H ROXOG 1H OCK 1Z

AD 2.EGLL-7-11

STANDARD INSTRUMENT ARRIVAL CODING TABLES - HAZEL 1H BEDEK 1H TOBID 1X BIG 1Z LAM 1Y

AD 2.EGLL-7-12

STANDARD INSTRUMENT ARRIVAL CODING TABLES - ALESO 1H LAM 1X TANET 1Z FITBO 1H

AD 2.EGLL-7-13

RNAV HOLD CODING TABLES - OCK BIG TIGER FITBO WCO BNN

AD 2.EGLL-7-14

INITIAL APPROACH PROCEDURES ILS RWY 09L/R Without Radar Control via BIG and OCK

AD 2.EGLL-7-15

INITIAL APPROACH PROCEDURES ILS RWY 09L/R Without Radar Control via BNN AND LAM

AD 2.EGLL-7-16

INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via BIG

AD 2.EGLL-7-17

INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via OCK

AD 2.EGLL-7-18

INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via BNN and LAM

AD 2.EGLL-7-19

INITIAL APPROACH PROCEDURES ILS RWY 09L/R Without Radar Control via CHT and EPM

AD 2.EGLL-7-20

INITIAL APPROACH PROCEDURES ILS RWY 27L/R Without Radar Control via CHT AND EPM

AD 2.EGLL-7-21

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 RNAV (GNSS) z 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 RNAV (GNSS) Z 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 RNAV (GNSS) z 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 RNAV (GNSS) RWY 27R - ICAO

AD 2.EGLL-8-12

INSTRUMENT APPROACH PROCEDURE CODING TABLES RNAV (GNSS) Z

AD 2.EGLL-8-13