¶ EGGW London Luton Aerodrome Procedures
FOR SIMULATION USE ONLY
Updated: October 2024
¶ General
¶ ATC positions
| Position | Logon Callsign | RT Callsign | Frequency |
|---|---|---|---|
| GMP | EGGW_DEL | Luton Delivery | 121.885 |
| GMC | EGGW_GND | Luton Ground | 121.755 |
| AIR | EGGW_TWR | Luton Tower | 132.555 |
| INT | EGGW_APP | Luton Radar | 129.550 |
| FIN | EGGW_F_APP | Luton Director | 128.750 |
| ESX INT | EGSS_E_APP | Stansted Radar | 132.050 |
¶ Position opening policy
¶ Luton ADC
- Delivery (GMP) can only be opened on these conditions: Tower and Ground must be online and traffic levels make it necessary.
¶ Luton APC
INT shall be the first position to be opened. When online without FIN, INT shall assume the responsibility of both positions and provide bandboxed coverage.
FIN shall be the second position to be opened. When online, the controller will carry out the functions of the FIN controller. GW FIN can be opened when either GW INT or ESX INT is online.
AIR must be online before FIN can be opened. If the AIR position goes offline whilst connected and another controller can not be found to carry out the Tower duties, then the FIN position must be closed. If the traffic situation means it cannot be closed straight away, it must be closed as soon as possible. During that time, FIN will assume responsibility for aerodrome control.
ESX INT is a combined APP position covering Stansted, Luton and Cambridge. If GW INT comes online, ESX INT will only control EGSS and EGSC.
Essex INT policies can be found here.
¶ Aerodrome Control
Aerodrome Control responsibilities are split into:
- Ground Movement Planner (GMP) “Luton Delivery”
- Ground Movement Control (GMC) “Luton Ground”
- Air Control (AIR) “Luton Tower”
¶ Runway selection
- During all operations, preference should be given to the westerly runway (25) unless the tailwind component is greater than 5 knots at aerodrome level, or greater than 10 knots at 1000ft on the approach, in which case the easterly runways (07) should be used.
- AIR is in charge of the runway selection.
¶ Altimeter Setting
Departing aircraft are to be given the Luton QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Luton QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Luton QFE.
Luton QFE = QNH - 18 hPa
¶ Transition Altitude
6000 ft
¶ Transition Level
By ATC.
¶ CAT II/III Operations
Runways 07 and 25 are suitable for Category ll/III operations.
During Category ll/III operations, special ATC procedures (ATC Low Visibility Procedures) will be applied.
¶ Low Visibility Procedures
ATC Low Visibility Procedures come into effect when:
- IRVR is less than 600m
¶ Restrictions
- Pilots will be informed by ATIS broadcast or on frequency when LVP’s are in operation.
- CAT III holding points shall be used.
- Conditional clearances are suspended.
- Pilots should be informed by ATIS when LVP’s are in force.
- Pilots should be informed again when LVP’s are cancelled.
- Runway 25 - ATC will require departing aircraft to use the Alpha 1 holding point.
- Runway 07 - ATC will require departing aircraft to use the Bravo 1 holding point.
- Occasionally it may be necessary for other departure points to be used due to work in progress or at the discretion of ATC.
- Arriving aircraft should report ‘Runway Vacated’ when the aircraft has vacated the runway and is fully on the taxiway.
The following spacing should be used for arrivals during LVPs:
- 10nm or greater between successive arrivals reducing to 6nm if no departures are expected.
¶ Ground Movement Planner (GMP)
¶ Responsibilities
- Clearance Delivery and issuing of ATC departure clearances.
- Requesting non-standard / non-SID clearances.
¶ Clearance Delivery
¶ Intra LTMA flights
Flights from Luton to anywhere in the London TMA usually require a precise routing, the preferred routings can be found in the Standard Routing Document (SRD).
¶ Non-airway departures
In order to streamline clearance procedures for aircraft departing IFR routeing off airways, clearances via Standard Departure Routes (SDR) are to be issued. Applicable aircraft will be issued with an appropriate SDR by GMC. The clearance issued is to adhere to the following example format:
“NOH08 is cleared to the Luton CTR/CTA boundary, ROMEO Departure, squawk 4541".
¶ Runway 07
- ROMEO - North East
- SIERRA - North
- TANGO - South East
- UNIFORM - South West
- VICTOR - West
- WHISKEY - London Stansted
¶ Runway 25
- JULIET - London Stansted
- KILO - North West
- MIKE - South East
- NOVEMBER - South West
- PAPA - West
¶ Stepped climb departures
Aircraft departing on RODNI, DET and MATCH Standard Instrument Departures must be warned of the step climb in their initial clearance.
“EZY48HD, Luton Delivery, Cleared to Geneva, RODNI 1C Departure, Warning Stepped Climb, Squawk 2250”
¶ CPDLC/ DCL
Datalink clearances is available at Luton. The Controller issuing the clearance should login using the code EGGW
¶ Ground Movement Control (GMC)
¶ Responsibilities
- All ground movement’s on the manouvering area except for the active runway and their holding points.
- Arrival Stand Allocation.
- Ground Movement Planner responsibilities when GMP is closed.
¶ Start-Up
Pre-notes should be sent to the relevant online TC/AC controller for flights departing to airports inside the LTMA on push.
¶ Pushback Procedures
Due to limited space, aircraft on the Cargo Apron may need a longer pushback. This is usually done by instructing aircraft to push back facing East on Taxiway Echo.
Luton now uses Tug Release Points in the North, East, and Cargo Apron. These are now marked and should be used as a standard release point. Used tactically they can allow ease of flow for departing and arriving traffic.
The TRPs all have specific orientations which can be found on the AIP and are now published in Aurora
¶
Taxiway Procedures
¶ Use of taxiways
Following the construction of taxiways B and F there is no longer a need to operate in a circular fashion around the entire airport for taxi instructions.
On Easterlies, Taxiway D should be used for outbound and Taxiway F used for inbounds parking in the North, East and Cargo Aprons.
On Westerlies, Taxiway D should be used for inbounds parking in the North, East and Cargo Aprons and Taxiway F used for outbound.
Holding Points D1, D2, F1 and F4 should be used in the above scenarios for traffic flow and to prevent taxiway incursions.
The new taxiway B provides more room for aircraft holding before departing off runway 07 and should be used appropriately.
¶ Stand allocation
GMC is responsible for stand allocation. In the absence of GMC, the controller covering GMC top down will be responsible for stand allocation.
There is one passenger terminal at Luton, with the majority of parking elsewhere on the airfield for business jet aircraft.
| All Airlines | Stands 1 - 9, 41 - 49 |
| TUI and easyJet maintenance aircraft | Stands 10 - 15 |
| Business Jets | Stands 16 - 23, 54, 56, 58, 62, 71, 80 and 81 |
| Cargo Aircraft | Stands 30 - 31 |
Stand 73 off-set and is Code E and Code F compliant. For example Boeing 767 and larger. 72 and 74 will be closed when 73 is in use.
When stands 11, 13, 21 and 23 are in use by Code E and Code F aircraft, the relevant L and R stands may not be used.
Multiple aircraft can park on stands 54, 56, 58, 62, 71 and 80 at the same time. On these stands separation from other aircraft on the ground is the responsibility of the pilot-in-command.
Left and Right stands should be used by Code C aircraft and smaller (A320 B738 etc)
¶ Air Control (AIR)
¶ Responsibilities
- Absolute authority over all movements on the active runway and access via Holding points.
- Aircraft within, and in the vicinity of, the Luton ATZ and aerodrome traffic circuit.
- Requesting releases from Luton INT/ TC Controllers.
- Ground Movement Control Responsibilities when GMC is closed.
- Ground Movement Planner responsibilities when GMP is closed.
¶ Co-ordination
AIR should co-ordinate with GMP/GMC:
- Any change to the active runway
AIR should co-ordinate with INT/ FIN
- Any change to the active runway.
- Request releases for non standard/ non-SID/ non-Airways departures.
¶ Departure Releases
Departures routing via DET and MATCH require a release from NE DEPS before the takeoff clearance can be issued.
Non-airway departures require a release from INT before the takeoff clearance can be issued.
Departures routing via OLNEY operate on a free-flow system and do not need a release, however the pilot-in-command must confirm the departure altitude prior to takeoff clearance being issued. On runway 25 this is altitude 5000ft as per the SID, however on 07 this is 4000ft. This takes the form:
- Runway 25:
FAI25XH, After departure fly OLNEY2B climbing altitude 5000ft
- Runway 07:
OEIGG, after departure fly OLNEY2C climbing altitude 4000ft
¶ Runway Procedures
¶ Runway entry procedures
Unless an aircraft is departing from the full length and therefore requiring a backtrack, the word ‘via’ must be used for all line-up instructions with regards to the runway holding point entering the runway.
EZY37TM via A1 line up and wait runway 25
All clearances to enter and backtrack the runway must use the word ‘at’ with regards to the runway holding point entering the runway.
N94294 at A1 backtrack runway 25, report lined up
¶ Conditional clearances
Conditional clearances are only to be issued when the subject traffic lining-up is next to use the runway behind the arriving/departing aircraft upon which the condition is given.
¶ Multiple line-up clearances
Multiple line-up clearances may not be used at Luton due to the runway layout.
¶ IFR flights to local airfields
Aircraft routing to destinations within the London TMA require a release from the relevant TC sector prior to departure.
¶ Runway occupancy
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
- During normal conditions, when the preceding aircraft is clear of the runway edge markings and is in movement to the runway holding point line. If the preceding aircraft is not in movement to the runway holding point, it is considered vacated if the aircraft's return is beyond the halfway point between the runway edge marking and the runway holding point line.
- During LVP conditions, when the preceding aircraft is beyond the runway holding point line.
A land-after instruction may be issued provided that:
- The runway is long enough to allow safe separation between the two aircraft and there is no evidence to indicate that braking may be adversely affected.
- It is during daylight hours.
- The preceding landing aircraft is not required to backtrack in order to vacate the runway.
- The controller is satisfied that the landing aircraft will be able to see the preceding aircraft which has landed, clearly and continuously, until it has vacated the runway.
- The pilot of the following aircraft is warned. Responsibility for ensuring adequate separation rests with the pilot of the following aircraft.
A landing aircraft, which is considered by a controller to be dangerously positioned on final approach, shall be instructed to carry out a missed approach. An aircraft can be considered as dangerously positioned when it is poorly placed either laterally or vertically for the landing runway.
¶ Departure Separation
¶ Wake turbulence separation
Wake turbulence separation minima on departure shall be applied by measuring airborne times between successive aircraft. Take-off clearance may be issued with an allowance for the anticipated take-off run on the runway; however, the airborne time interval shall reflect a difference of at least the required time separation. ATC does not have the discretion to reduce wake turbulence separation minima.
CAA Departure seperation minima must be applied between departing aircraft. Departure separation minima can also be found within the XU Quickview.
¶ Route separation
For the purposes of route separation, SIDs at Luton are divided in to three groups:
- North: OLNEY
- East: DET and MATCH
- West: RODNI
¶ Westerly operations
| Leading aircraft | Following aircraft | Separation (Mins) |
|---|---|---|
| North | North | 2 |
| North | East | 1 |
| North | West | 2 |
| East | North | 2 |
| East | East | 2 |
| East | West | 2 |
| West | North | 2 |
| West | East | 1 |
| West | West | 2 |
¶ Easterly operations
| Leading aircraft | Following aircraft | Separation (Mins) |
|---|---|---|
| North | North | 2 |
| North | East | 1 |
| North | West | 1 |
| East | North | 1 |
| East | East | 2 |
| East | West | 1 |
| West | North | 4 |
| West | East | 4 |
| West | West | 4 |
¶ Transfer of control
¶ Departures
Outbound aircraft may only be transferred once all aerodrome conflicts have been resolved and the aircraft has been seen to commence its initial turn onto track.
Departures should be handed to the following sectors:
| Departure | Sector |
|---|---|
| RODNI | Runway 25: NW DEPS Runway 07: Luton Radar |
| DET | All runways: NE DEPS |
| MATCH | All runways: NE DEPS |
| OLNEY | Runway 25: NW DEPS Runway 07: Luton Radar |
| Non-airway departures | Luton Radar |
¶ Arrivals
FIN is responsible for the necessary spacing between inbound aircraft. The AIR controller should monitor inbound aircraft to check that the correct spacing is being achieved.
FIN will transfer arrivals to AIR not less than 4nm from touchdown and on the final approach.
AIR may ask FIN for increased spacing for the purposes of sequencing departures, circuit traffic or for other operational considerations.
¶ Missed approach procedures
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR controller is to:
- Ensure separation is maintained.
- Once separation is assured, coordinate with FIN passing callsign, heading and reason for missed approach. The FIN controller shall issue the onward frequency and any revised heading/altitude.
Before resuming departures, coordination must be effected by the AIR and FIN controllers. All departures following a missed approach are subject to release by FIN, including departures that are handed directly to NE DEPS, until cancelled by FIN.
¶ Approach control
¶ Area of responsibility
¶ Luton RMA
Luton APC is responsible for aircraft within the Luton RMA and CTR, including arrivals routing via ZAGZO.
¶ 3nm Radar Buffer
A 3nm permanent Radar buffer (Shown in yellow in the diagram above) exists between Luton and Stansted from DB up to FL80. Luton should not vector aircraft through the buffer below FL80 without coordination with Stansted.
¶ Intermediate Approach (INT)
- The acceptance of releases from the appropriate LTC sector or Stansted APC and control of aircraft inbound to:
- Luton from the release point until control is handed to Luton APC
- Radar vectoring and sequencing for ILS, RNAV or visual approaches.
- The control of outbound traffic from Luton routing via RODNI or OLNEY, from the initial point of contact, until control is transferred to the appropriate LTC sector.
- Aircraft operating within the vicinity of the Luton CTA and CTR and requesting a service from Luton APC.
¶ Final Director (FIN)
- Radar vectoring and sequencing for ILS, RNAV or visual approaches.
¶ Inbound procedures
¶ Inbound releases
The standard release point is COCCU from the east and EDCOX from the west.
LTC controllers may transfer inbound aircraft to Luton Radar by silent handover provided that:
- Aircraft are inbound to a standard release point.
- Aircraft are descending to or are at their release level and it has been annotated in the CFL box.
Stansted APC will descent to 5000ft on radar heading 270 and at 220 knots in to the Luton Gate, for aircraft inbound to Luton via ABBOT.
¶ Descents to remain within the vertical limits of the RMA
Aircraft vectored off EDCOX, COCCU or ZAGZO should be descended to be level at FL80 at the boundary of RMA sectors Y and Z.
All arrivals should be level at 6000ft at the boundary of RMA sectors X and Y.
Aircraft should be given instructions to be level in x miles to meet these restrictions.
WZZ99DV descend altitude 6000ft to be level in 6 miles.
¶ Continuous descent approaches
The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information. CDAs should ideally be used for all inbound aircraft to Luton. Example - “RYR45YP, 29 track miles from touchdown runway 22, descend to altitude 6000ft, QNH1014”.
- To assist pilots in the management of their descent, ranges from touchdown are to be passed as follows:
- When first issuing descent clearance from a flight level to an altitude.
- On first contact with FIN.
- If DME is unserviceable, ranges should be passed on the intercept heading to the ILS.
- If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order).
Descent clearance below 2500ft is not to be given until the aircraft is 10nm from touchdown.
¶ Transfer to FIN
Inbound aircraft should be transferred to FIN descending to altitude 4000ft and clear of any conflict.
Transfer of communication may be effected using the following phraseology:
“Contact Luton Director, Callsign only, 128.750“
¶ Buffer zone
The Stansted and Luton controlled airspace is divided by a buffer zone 3nm wide centred on the Greenwich Meridian. This enables reduced radar separation to be applied between aircraft under the control of Stansted and Luton radar units. All aircraft should remain clear of the buffer zone.
The buffer zone is depicted by the red dashed line on the above diagrams.
¶ Delegated airspace within the Luton CTA
A number of gliding sites have delegated airspace within the Luton CTA:
- Delegated Airspace - Runway 07
- Dunstable Gliding Area 1 up to altitude 3500ft
- Dunstable Gliding Area 2 up to altitude 1500ft
- Dunstable Gliding Area 3 up to altitude 3000ft
- Dunstable Gliding Area 4 up to altitude 4500ft
- Delegated Airspace - Runway 25
- Dunstable Gliding Area 1 up to altitude 3500ft
- Dunstable Gliding Area 5 up to altitude 3500ft
- Dunstable Gliding Area 8 up to altitude 4500ft
- Chiltern Ridge Soaring Area up to altitude 1500ft
A letter of agreement exists between Luton and RAF Halton regarding the delegation of portions of the Luton CTA for operation of aircraft under the auspices of RAF Halton Duty Instructor. The delegated airspace is not available when runway 07 is in use.
- Aylesbury Box: Aylesbury Box may be delegated to RAF Halton whenever runway 25 is in use. It is delegated to Halton up to FL55.
- Cheddington Box: Cheddington Box may be delegated to RAF Halton whenever runway 25 is in use. It is delegated to Halton up to 3500ft.
- CTA 8: CTA 8 may be delegated to RAF Halton whenever runway 25 is in use. It is delegated to Halton up to 4500ft
¶ RAF Northolt “Charlie” routes
A specific instrument route, "Charlie", is available for traffic departing Northolt to the north east and traffic inbound to Northolt from the north east.
¶ Charlie Departure Route
Northolt will effect a radar handover to Luton as soon as possible after the Charlie departure is clear of the London CTR boundary and will instruct the pilot to select the allocated SSR code prior to the handover. Subject to workload, Luton will provide a service to the aircraft outside CAS, or if the departure has flight planned to fly above 2400ft, inside CAS
From the London Control Zone boundary establish outbound on the BKY R205 to BKY at 2400ft or below, then as directed by Luton Radar.
¶ Charlie Arrival Route
Aircraft will be expected to fly at 2400ft and be provided with the appropriate radar service. Northolt will inform Luton of the Northolt allocated squawk. Subject to workload, Luton will affect a radar handover to Northolt. In the event of two or more aircraft inbound to Northolt at the same time, Luton will inform Northolt of the order and ascertain from them the spacing they require between the aircraft.
Leave BKY VOR on BKY R205 to London Control Zone Boundary (BKY D26) at 2400ft or below, then as directed by Northolt Radar.
¶ Aircraft on final approach
¶ Separation
A minimum radar separation of 3nm shall be used for all arriving traffic.
¶ Missed approach procedures
In the event of a missed approach, AIR will pass details of the missed approach to the FIN.
FIN shall issue a heading and frequency to which the subject aircraft will be transferred, to integrate them within the arrival sequence.
All departures following a missed approach are subject to release by FIN, including departures that are handed directly to NE DEPS, until cancelled by FIN.
¶ Transfer to AIR
Aircraft should be transferred to AIR not less than 5nm from touchdown.
“EZY78US contact Luton Tower, 132.555”
¶ Outbound procedures
¶ RODNI and OLNEY departures
RODNI and OLNEY departures from runway 07 should be issued with a radar heading to keep the aircraft within the lateral limits of the RMA and separated from the final approach.
INT should climb departures to 5000ft, ensuring they remain separated from aircraft on the final approach and from London City departures on BPK and RODNI SIDs, before they are handed to NW DEPS.
RODNI and OLNEY departures from runway 25 are handed directly to NW DEPS and are not handled by INT.
¶ Non-airway Standard Departure Routes
Non-airway SDRs will be handed by AIR to INT and may be vectored tactically to avoid other traffic. Aircraft should be handed to an appropriate unit at the CTA/CTR boundary, or UKFIS or a release provided.
¶ Helicopter and low level procedures
¶ Squawk Codes
Luton SSR code allocations are 4670 to 4676. These are allocated as follows:
| Use | Code |
|---|---|
| TC Luton | 4670 - 4676 |
| Frequency Monitoring Code | 0013* |
Aircraft operating in the vicinity of the Luton CTR/CTA must be positively identified with a discrete SSR code prior to any service being applied.
*Aircraft operating in the vicinity of the Luton CTR/CTA and not requiring a service may squawk 0013 and maintain a listening watch on INT's frequency. Aircraft squawking 0013 are not considered to be positively identified for the purposes of providing a service and a discrete SSR code must be provided.
¶ VFR Control
¶ VFR Circuits
Circuits are to be performed to the South - Runway 07 – right hand circuits Runway 25 – left hand circuits.
Circuits by propeller-driven aircraft whose MTOM does not exceed 5700 KG shall be carried out at the minimum circuit height of 1000 FT QFE.
Circuits by propeller-driven aircraft whose Maximum Take Off Mass exceeds 5700 KG and by all jet aircraft on training flights will be carried out at the minimum circuit height of 2500 FT QFE, unless otherwise instructed by ATC.
¶ VFR Departures/ Arrivals
- VFR fixed wing arrivals and departures will be instructed to route via one the designated Pirton VFR entry/exit lanes at an altitude not above 2500ft VFR or 2000ft SVFR.
¶ VFR Transits
VFR fixed wing transits must not penetrate the ATZ without approval from AIR. A gap should be made in the arrival stream to facilitate the crossing. Crossing overhead the airfield should be made at the landing threshold of the runway in use.
¶ Entry/ Exit lanes
Two VFR entry/exit lanes have been established:
- North Lane (A lane 1.5nm wide with the centre line being a line joining the church at Pirton, the bridge over the A505 at Offley and the mid-point of Luton Runway 07/25)
- South Lane (A lane 1.5nm wide with the centre line being a line joining Junction 8 on the M1, the railway bridge at East Hyde and the mid-point of Luton Runway 07/25)
Use of the lanes is subject to:
- Clearance being obtained by INT
- Aircraft using the lanes must remain in sight of the surface not above altitude 1500ft
- Under Special VFR, pilots are responsible for providing their own separation from other aircraft within the entry/exit lane however traffic information is to be passed
- Pilots are responsible for maintaining adequate clearance from the ground or other obstacles
¶ Helicopter Operations
- Helicopters departing the Luton Control Zone shall have their clearance requested from Luton Radar. Once a clearance has been issued they should be passed to GMC.
- Helicopters must operate from the runway at all times.
- Helicopters arriving from or departing to the south should be told to hold at the aerodrome boundary and transition over the runway abeam C1 or H1, not on the runway approach track. Arrivals from or departures in any other direction should be directed to join final/base as appropriate.
- Inbound and outbound VFR helicopters must follow one of the published routes. On Runway 25, inbounds route via A1(M) Junction 4, Kimpton Hall, Hyde and outbound route via Hyde, M1 Junction 9, M1 Junction 8. On runway 07, the routes are reversed.
- Helicopters arriving from EGSS should route Puckeridge - Kimpton Hall - Hyde.