¶ EGLL London Heathrow Aerodrome Procedures
NOT FOR REAL WORLD USE
Last Updated: August 2024
Changes to previous versions of this documentation are highlighted in yellow.
¶ General
¶ ATC Positions
| Position | Network Callsign | RT Callsign | Frequency |
|---|---|---|---|
| GMP | EGLL_DEL | Heathrow Delivery | 121.980 |
| GMC 1 | EGLL_1 GND | Heathrow Ground | 121.905 |
| GMC 2 | EGLL_2 GND | Heathrow Ground | 121.705 |
| GMC 3 | EGLL_3 GND | Heathrow Ground | 121.855 |
| AIR South | EGLL_S TWR | Heathrow Tower | 118.505 |
| AIR North | EGLL_N TWR | Heathrow Tower | 118.705 |
| INT North | EGLL_N APP | Heathrow Director | 119.730 |
| INT South | EGLL_S APP | Heathrow Director | 134.980 |
| FIN | EGLL_F APP | Heathrow Director | 120.400 |
| SVFR | EGLL_R APP | Heathrow Radar | 125.625 |
¶ Position Opening & Bandboxing Policy
¶ Heathrow ADC
GMP: GMP may be staffed when any other Heathrow ADC position is connected. If GMP is not staffed the role will be assumed by GMC2 if open or the online AIR controller.
GMC: GMC2 is the first ground position to be logged onto and will cover the AoRs of GMC3 and GMC1 when they're not online. GMC can not be split if there is no online GMP controller. When GMC is split the logon order shall be GMC2, GMC3 then GMC1. GMC2 will cover GMC1's AoR when they are not online.
AIR: AIR South is the master tower and will be opened first regardless of the runway configuration. Before AIR North is staffed, at least one GMC controller must be online. During SROs (single runway operations), the AIR South controller can switch to AIR North if the active runway is 27R/09L if they wish.
¶ Heathrow APC
INT N shall be the first position to be opened. When online, if there are no other positions open, INT N will provide bandboxed coverage to the Approach positions.
FIN shall be the second position to be opened. When online, the controller will carry out the functions of the FIN controller, and INT N will provide bandboxed coverage to the INT N and INT S approach positions.
An AIR position 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.
INT S shall be the last position to be opened. When online, the controller will carry out the functions of the INT S controller.
Heathrow Radar shall only be opened during exceptional circumstances such as events. Service provided to low level traffic in the London CTR will be undertaken by INT N unless SVFR is open. INT N should only accept low level traffic subject to workload unless the traffic is of higher than normal priority (i.e. Category A to E).
¶ Aerodrome Control
Aerodrome Control Responsibilities at Heathrow are split into:
- Ground Movement Planner (GMP) “Heathrow Delivery”
- Ground Movement Control (GMC 1, 2 and 3) “Heathrow Ground”
- Air Control (AIR South) “Heathrow Tower”
- Air Control (AIR North) “Heathrow Tower”
¶ Runway Selection
The Heathrow Runway Alternation Programme should be used to determine the active runways in use.
During daytime operations (0600hrs to 2259hrs local), preference should be given to the westerly runways (27L and 27R) unless the tailwind component is greater than 5 knots in which case the easterly runways (09L and 09R) should be used.
During night time operations (2300hrs to 0559hrs local) the Heathrow Runway Alternation Programme should be used. The primary runway stated should be used unless the tailwind component is greater than 5 knots in which case the alternate runway stated should be used.
AIR South being the master controller is in charge of the runway selection.
¶ Runway Alternation
When westerly operations are in operation, the departure and arrival runways will alternate at 1500hrs local. During easterly operations no alternation takes place with runway 09R to be used for departures and runway 09L for arrivals.
At approximately 1400hrs local, AIR Arrivals should coordinate with both AIR Departures and GMP to confirm that the runway alternation will take place. Once coordination has taken place GMP should issue clearances with the new departure runway at approximately 1430hrs or at time suitable to the current traffic situation.
¶ Tactically Enhanced Arrival Mode (TEAM)
When there is excessive inbound delay, involving arrival delays of greater than 20 minutes, Heathrow APC Controllers may request the use of the departing runway for arriving traffic. Once this has been approved by AIR Departures, Pilots should be notified by APC on first contact if they will be landing on the departure runway.
Consideration should be used to select aircraft with wake turbulence categories that increase arrival separation.
When the use of TEAM has been approved, no more than 6 arrivals should land on the departure runway per hour.
Heathrow APC shall pass a 30 mile range check for all TEAM arrivals.
When TEAM is in operation, whilst Runway 27L is the departure runway, GMP will ask aircraft at Terminal 4 if they can accept a S3/SB3 intersection departure. If unable, they will have to cross 27L as the holding points S1/SB1 are within the ILS critical area.
¶ Altimeter Setting
- Departing aircraft are to be given the Heathrow QNH prior to take-off.
- Arriving aircraft below the transition level are to be given the Heathrow QNH.
¶ Transition Altitude
6000 ft
¶ Transition Level
By ATC.
¶ CAT II/III Operations
Runways 09R, 09L, 27R and 27L are suitable for Category ll and lll operations.
During Category ll and lll 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
CAT III holding points shall be used. The ATIS should inform pilots of when LVPs are in effect.
The following spacing should be used for arrivals during LVPs:
- 8nm behind a Super
- 6nm behind a Heavy or Upper
- 5nm behind a Medium, Small or Light
¶ Ground Movement Planner (GMP)
¶ Responsibilities
- Clearance Delivery and the issuing of ATC departure clearances.
- Issuing of Air Traffic Flow Management (ATFM) Slot Delays.
- Managing the workload of GMC by transferring aircraft in an appropriate order.
¶ Clearance Delivery
¶ Easterly CPT Departures
INT South is required to work CPT departures from 09L/09R due to the possible conflict with the intermediate and final approach areas. To achieve this and to reduce the workload of AIR Departures and INT South a standard heading is used.
Aircraft which have filed CPT on easterly operations shall be issued with the following clearances:
09R: “[CALLSIGN], cleared to [DESTINATION] via Compton then flight planned route, runway 09R. After departure climb straight ahead to London DME 2, then turn right heading 220 degrees, climb to altitude 6000ft, squawk [SSR CODE]”.
OR
09L: “[CALLSIGN], cleared to [DESTINATION] via Compton then flight planned route, runway 09L. After departure climb straight ahead to London DME 1.5, then turn right heading 220 degrees, climb to altitude 6000ft, squawk [SSR CODE]”.
Note: “London DME” refers to LON VOR/DME, frequency 113.6 MHz.
This procedure is only to be used when Heathrow APC is online or in the absence of Heathrow APC, the above London Control sector. If no above controllers are online, clearances should revert to the use of CPT SIDs.
¶ MAY Departures
Aircraft which have filed to depart via MAY should be instructed to refile using another departure route.
¶ Intra LTMA Flights
Flights from Heathrow to anywhere in the LTMA usually require a precise routing, the preferred routings can be found in the Standard Routing Document (SRD).
¶ Helicopter and Low-Level Departures (GMP)
Helicopters leaving Heathrow on the H routes shall have their clearance requested from Heathrow Radar. In the absence of Heathrow Radar, you should attempt to obtain clearance from the following controllers if they're online. TC Thames → Heathrow INT North → London Control.
Example Clearance:
“G-HELI, cleared to leave the London Control Zone via Northwood, routing H9 northbound, standard operating altitudes, VFR, squawk 7040”.
H9 will be pronounced as the letter, not “HOTEL NINE”.
GMP will prenote the AIR controllers of the clearance given.
Police helicopters wishing to perform security checks south and northside of the airport shall be directly transferred to Heathrow AIR South with no clearance from GMP.
¶ CPDLC
Datalink clearances are in use at Heathrow.
Only the controller covering GMP shall use the code EGLL when logging on.
¶ Ground Movement Control (GMC)
¶ Responsibilities
- All ground movements on the manoeuvring area except for the runway holding area, runways in use and their access points.
- Stand Allocation
Note: The runway holding area varies depending on the runway in use and is under the responsibility of AIR Departures.
The maintenance areas to the east are not an active part of the airfield and taxi instructions must not be issued in this area.
¶ Area of Responsibility
Image copyright Heathrow Airport Holdings Limited.
¶ Split GMC Procedures
When transferring aircraft to other GMC or AIR controllers, the aircraft must be instructed to hold at an intermediate holding point or runway holding point prior to transfer. If the taxi route is clear, hand traffic to the next controller before they get to the holding point so the traffic can keep rolling without delay when they get to the next controller.
Traffic can be presented to other GMC controllers using the following standing agreements without prior coordination. Otherwise traffic should be coordinated on an individual basis.
Departing Runway 27L Standing Agreements
| From | To | Taxiway | Clearance Limit |
| GMC 1 | GMC 2 | BRAVO (N) | Short of FOXTROT |
| GMC 1 | GMC 3 | ALPHA (N) | Short of DELTA |
| GMC 1 | GMC 3 | BRAVO (N) | Short of DELTA |
| GMC 3 | GMC 2 | ALPHA (S) | Short of ECHO |
| GMC 3 | GMC 2 | BRAVO (S) | Short of ECHO |
Departing Runway 27R Standing Agreements
| From | To | Taxiway | Clearance Limit |
| GMC 2 | GMC 1 | ECHO | E2 |
| GMC 2 | GMC 1 | FOXTROT | F2 |
| GMC 2 | GMC1 | BRAVO (S) | Short of LIMA |
| GMC 2 | GMC 1 | ALPHA (S) | Short of LINK 28 |
| GMC 3 | GMC 1 | ALPHA (N) | Short of ECHO |
| GMC 3 | GMC 1 | BRAVO (N) | Short of ECHO |
Departing Runway 09R Standing Agreements
| From | To | Taxiway | Clearance Limit |
| GMC 1 | GMC 2 | BRAVO (N) | Short of FOXTROT |
| GMC 1 | GMC 2 | ECHO | E2 |
| GMC 1 | GMC 2 | BRAVO (S) | Short of KILO |
| GMC 1 | GMC 2 | ALPHA (S) | AE2 |
| GMC 1 | GMC 3 | ALPHA (N) | Short of DELTA |
| GMC 1 | GMC 3 | BRAVO (N) | Short of DELTA |
| GMC 2 | GMC 3 | BRAVO (S) | Short of ECHO/E1 |
Note: When aircraft are departing runway 09R, GMC2 assumes responsibility for the area of taxiway Alpha (S) between Echo and HORKA and can transfer aircraft directly to AIR S holding at HORKA.
¶ Departing Runway 09L
Aircraft departing runway 09L will only do so when runway 09R is unavailable (i.e. single runway operations in use). Traffic should be presented at the boundary of each GMC position or at points agreed by all controllers involved.
¶ Start-Up
Pre-notes should be sent to the relevant online TC/AC controller for flights departing to airports inside the LTMA on push.
¶ Taxiway Procedures
¶ Runway Crossing Procedures
GMC shall not cross aircraft on an active runway. Aircraft should be cleared to a runway holding point and prior to transfer instructed to hold short of the runway. To expedite the flow of traffic the GMC controller may pass onward taxi instructions for the crossing traffic to the relevant AIR controller.
Air controllers may delegate the crossing of traffic on a closed runway to GMC, otherwise the crossing of traffic on a closed runway should be treated as if it were an active runway.
¶ Helicopter Aiming Point
Helicopters can arrive and depart from the Helicopter Aiming Point which is situated between Link 43 and Link 44.
Prior to a helicopter arriving or departing from the Helicopter Aiming Point, AIR South must establish with GMC 2 that the following taxiways are clear of other traffic:
- Link 42
- Link 43
- Link 44
- Taxiway Sierra between taxiway Whisky and taxiway Tango
- Taxiway Tango between Link 42 and taxiway Sierra
- Taxiway Whiskey between taxiway Sierra and Link 42
¶ Stand Allocation
GMP is responsible for stand allocation. In the absence of GMP, the controller covering GMC top down will be responsible for stand allocation.
| Terminal 2A | Terminal 2B | Terminal 3 | Terminal 4 | Terminal 5 | ||
|---|---|---|---|---|---|---|
| AEE | AAR | AAL* | KLM | AHY | KZR | AAL* |
| AUA | ACA | AFR | LAN | AMC | LZB | BAW* / SHT |
| AUI | AIC | BAW* | MEA | DAH | MAS | IBE |
| BEL | AMX | CAL | PAL | DLH | OMA | VLG |
| CTN | ANA | CPA | QFA | ELY | QTR |
|
| EIN | EVA | DAL | RJA | ETH | RAM | |
| EWG | GIA | FIN | RWD | GFA | RBA | |
| JBU | HVN | IRA | UAE | ITA | SVA | |
| LOT | ICE | JAL | VIR | KAC | UZB | |
| MSR | LOG* | KAL |
|
KQA |
|
|
| SAS | SIN |
|
|
|||
| SWR | TAR | |||||
| TAP | THA | |||||
| VLG | THY | |||||
| WID | UAL | |||||
| Notes*: |
|---|
| AAL T5: KJFK, KLAX, KMIA, KDFW (532-539/547/548) T3: All others |
| BAW T3: LPFR, KAUS, LFKB, EPKK, LKPR, LIBR, EKBI, LIRN, LIEO, LIRP, SBGR, KMCO, EDDN, LKPR, LHBP, LJLJ, LDZA, LDPL, LFLL, LDSP, LFBO, LXGB, LFML, LDSP, LKPR, LDZA, LIPE, LFLL, LFML, SAEZ, LPPR, HKJK, KPHX, TBPB, ENGM, ESGG, KLAS, DAAG SHT: 501-505 |
| LOG* Flights park on remote stands 251 - 258 |
¶ AIR Departures
¶ Responsibilities
- Responsible for departures and any crossing traffic on the promulgated departure runway.
- Taxiing of aircraft through the active runway holding area.
¶ Runway Entry and Crossing Procedures
Unless an aircraft is departing from the full length, the word ‘via’ must be used for all line-up instructions with regards to the runway holding point entering the runway.
“SHT8U, via NB3 line up runway 27L”.
Holding points considered full length are as follows:
- 27L = N1/NB1, S1 and N2E/NB2E
- 27R = A1, A2 and A3
- 09L = A13/AB13
- 09R = N11/NB11 and S11
All crossing clearances must use the word ‘at’ with regards to the runway holding point entering the runway.
“ETD69K, at N5W cross runway 27L”.
When departing traffic from an intersection (not full length), use the word “from”:
“BAW15, from A3, surface wind calm, runway 27R, cleared for take-off”
¶ Conditional Clearances
Conditional clearances are only to be issued when the subject traffic lining-up or crossing is next to use the runway behind the arriving/departing aircraft upon which the condition is given.
¶
Multiple Line-Up Clearances
Controllers should be aware of the conditions in which multiple aircraft may line up (MATS Part 1, Section 2, Chapter 1, Paragraph 14.1).
It is okay to line up two aircraft together as long as there is a gap of at least one holding point between them both.
Examples: 27L – NB1 and NB2W or NB2E
NB3. 27R – A1/2/3 and A4.
Runway 09R – NB8 and NB11.
¶ IFR Flights To Local Airfields
Aircraft routing to destinations within the London TMA require a release from the relevant TC sector prior to departure.
¶ 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.
The following RECAT-EU wake turbulence separation shall be applied between departing aircraft (in minute and seconds):
|
Following ⇒ Leading ⇓ |
Heavy | Upper | Medium | Small | Light |
| Super | 1m 40s | 2m 00s | 2m 20s | 2m 40s | 3m 00s |
| Heavy | 1m 40s | 2m 00s | 2m 20s | ||
| Upper | 1m 20s | 1m 40s | 2m 00s | ||
| Medium | 2m 00s | ||||
| Small | 1m 40s | ||||
| Light | 1m 20s |
Also consider that the categories are UK CAA wake categories, but the format is based on tested and accepted RECAT EU minima endorsed by EASA for use. Therefore the following aircraft must be considered under RECAT EU - PWS, Upper - B757, B767, A300 & A310
Aircraft departing from an intersection require an additional minute to the times stated above.
For the purpose of wake turbulence separation, holding points A4, N3/NB3, S3/SB3, N10/NB10 and N10/NB10 are not considered intersection departures.
There is no wake turbulence separation minima between helicopters operating from the Helicopter Aiming Point and fixed wing traffic on runway 27L/09R unless the fixed wing traffic is an A380 which requires 4 minutes separation.
¶ Route Separation
Runway 27L/Runway 27R:
|
Following ⇒ Leading ⇓ |
DET | MAXIT | GOGSI | CPT | UMLAT | BPK |
| DET | 2 | 2 | 2 | 2 | 1 | 1 |
| MAXIT | 2 | 2 | 2 | 2 | 1 | 1 |
| GOGSI | 1 | 2 | 2 | 2 | 2 (L) 1(R) | 2 (L) 1(R) |
| CPT | 1 | 2 | 2 | 2 | 2 (L) 1(R) | 2 (L) 1(R) |
| UMLAT | 1 | 1 | 2 (L) 1(R) | 2 (L) 1(R) | 2 | 2 |
| BPK | 1 | 1 | 2 (L) 1(R) | 2 (L) 1(R) | 2 | 2 |
Runway 09L/09R:
|
Following ⇒ Leading ⇓ |
DET | MODMI | GASGU | CPT | ULTIB | BPK |
| DET | 2 | 2 | 2 | 2 | 1 | 1 |
| MODMI | 2 | 2 | 2 | 2 | 1 | 1 |
| GASGU | 2 | 3 | 2 | 3 | 1 | 1 |
| CPT | 2 | 2 | 2 | 2 | 1 | 1 |
| ULTIB | 1 | 1 | 1 | 1 | 2 | 2 |
| BPK | 1 | 1 | 1 | 1 | 2 | 2 |
Note: All times are shown in minutes.
Aircraft Speed Groups
| 3 | 2 | 1 | 0 |
| All Jet AC | BAE 146/ Avro RJ Family | AT43/AT44 | BE9L |
| Excluding | C501 | AT72 | DHC6 |
| BAE 146/Avro RJ Family | C551 | BE20/35 | E110 |
| C501 | D328/J328 | F27/50 | SH36 |
| C551 | DH8D | SF34 | |
| J328 | SB20 | DH8A/B/C | |
| JS31/32/41 |
When a faster aircraft follows a slower aircraft, the basic separation is increased by 1 minute for each successive group and thereafter by 1 minute for each additional group.
¶ Transfer of Control of Departures
Outbound aircraft may only be transferred once all aerodrome conflictions have been resolved and the aircraft has been seen to commence its initial turn onto track.
If Reduced Separation in the Vicinity of the Aerodrome (RSIVA) is applied between departures, AIR departures must ensure aircraft are on diverging tracks and 3nm separation exists before transfer to the next controller occurs.
| Departure | Receiving sector in order of priority |
| DET | SE DEPS→TC ALL→LAC S→LAC ALL→INT S/N |
| UMLAT/ULTIB | NW DEPS→NE DEPS→TC ALL→LAC S→LAC ALL→INT N |
| BPK | NE DEPS→TC ALL→LAC S→LAC ALL→INT N |
| CPT | SW DEPS→SE DEPS→TC ALL→LAC S→LAC ALL→INT S/N |
| CPT (Easterly) | INT S/N→SW DEPS→SE DEPS→TC ALL→LAC S→LAC ALL |
| MODMI/MAXIT | SW DEPS→SE DEPS→TC ALL→LAC S→LAC ALL→INT S/N |
| GASGU/GOGSI | SW DEPS→SE DEPS→TC ALL→LAC S→LAC ALL→INT S/N |
All departures into the airways system from Heathrow operate on a free-flow basis, including easterly CPT departures using the ‘standard heading’ issued by GMP. Free-flow may be cancelled for easterly CPT departures using the ‘standard heading’ by Heathrow APC if they require a different heading to be issued.
AIR Departures shall use “Report your heading to Heathrow Director on [FREQUENCY]” when using the non standard CPT procedure.
¶ Helicopter Procedures
See Helicopter Procedures under AIR Arrivals.
¶ AIR Arrivals
¶ Transfer of Control
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.
¶ Missed Approach Procedures
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR Arrivals controller is to:
- Inform the AIR departures controller.
- Ensure separation is maintained. Once separation is assured, coordinate with INT N or INT S passing callsign, heading and reason for missed approach. The INT controller shall issue the onward frequency and any revised heading/altitude.
- Before resuming departures, coordination must be effected by the Departure and Arrival controllers.
¶ 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.
An example of a land after instruction at Heathrow would be: “SHT9N, Runway 27R, Land After the Airbus A320, Winds Calm"
¶ Wake Turbulence Separation
The following RECAT-EU wake turbulence separation shall be applied between arriving aircraft, where no spacing exists the minimum radar separation shall apply:
|
Following ⇒ Leading ⇓ |
Super | Heavy | Upper | Medium | Small | Light |
| Super | 3nm | 4nm | 5nm | 5nm | 6nm | 8nm |
| Heavy | 3nm | 4nm | 4nm | 5nm | 7nm | |
| Upper | 3nm | 3nm | 4nm | 6nm | ||
| Medium | 5nm | |||||
| Small | 4nm | |||||
| Light | 3nm |
2.5Nm Minimum Radar Separation on Final Approach
Air arrivals may approve a minimum radar separation of 2.5nm provided that:
- It is applied between specific individual pairs of aircraft on the same final approach track.
- Wake turbulence separation is not required between the aircraft.
- Visibility is greater than 10km and cloud ceiling is greater than 2500ft.
Dependent Parallel Runway 2.0nm Diagonal Separation
Aircraft which are positioned on adjacent runways may have their separation reduced to 2nm diagonally provided that both aircraft are established on their respective ILS localiser.
¶ Missed Approach Procedures
09L: Climb to 3000 feet, straight ahead until passing 1580 feet or I-AA DME 0, whichever is later. Turn left on track 038°, continue as directed.
09R: Climb straight ahead to 3000 feet, continue as directed. 27L Climb to 2000 feet, straight ahead until passing 1080 feet or I-LL DME 0, whichever is later.
27L: Then turn left on track 149°. When established and passing LON DME 6 climb to 3000 feet without delay.
27R: Continue as directed. 27R Climb to 3000 feet, straight ahead until passing 1580 feet or I-RR DME 0, whichever is later. Turn right on track 318°, continue as directed.
If the missed approach comes into potential conflict with departing traffic, the departure controller should issue tactical headings to the departing traffic to resolve any conflict while the missed approach follows the above procedures. Aircraft should normally follow the above missed approach procedures but alternative tactical headings may be issued if required.
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR Departures controller is to:
- Suspend departures.
- Acknowledge the missed approach with the Arrivals controller and inform them of all departures. (See note)
- Ensure separation by issuing tactical headings to departing traffic if required.
- Inform the appropriate outbound controller of any heading instructions given to departing aircraft.
- Inform the appropriate INT controller that departures are about to resume.
- Before resuming departures, coordination must be effected by the Departure and Arrival controllers.
Note: Departing traffic is defined as traffic which has either received a take-off clearance which cannot be safely cancelled, has commenced its take-off roll or is at or below 3000ft. Tactical headings must not be issued by AIR controllers outside of the circumstances.
¶ Loss of the Arrival Runway
If for any reason the arrival runway becomes unavailable for any extended period of time the departure runway shall become available for landing traffic as soon as possible.
FIN should be informed of the loss of arrival runway and switch all inbound aircraft not established on the final approach track of the arrival runway to the departure runway. Inbound aircraft established on the final approach track should be offered to switch to the departure runway and if unable must be instructed to go-around.
¶ Helicopter Procedures (AIR)
H clearances can be found in the GMP section above.
Helicopters in and out of Heathrow will be transferred between AIR and INT/SVFR controllers at Sipson to the north and Bedfont/Feltham to the south. It is required for helicopters to hold at these points when entering/leaving Heathrow's ATZ unless further cleared by ATC. When Helicopters are held at Sipson, Bedfont or Feltham they are considered separated from Heathrow's landing and departing traffic. Traffic information shall be provided at all times between helicopter traffic and ILS traffic. If the helicopter is crossing both runways, they should be instructed to hold at the Virgin Hanger on westerlies and then transferred to the next AIR controller before further crossing, for easterlies they'd hold west of T5. Coordination can be used between both AIR controllers instead of transferring the helicopter between both AIR controllers for efficiency.
During westerlies helicopters will route Bedfont ‹› Virgin Hangar ‹› Sipson.
During easterlies helicopters will route Sipson ‹› Longford ‹› West of T5 ‹› Stanwell ‹› Bedfont.
Helicopters crossing the runways shall cross not below 800ft. Example - “UKP251 behind the landing British Airways A320, cross 27R east of the threshold, not below 800ft, behind”.
¶ Police Operations
Police are often required to conduct security checks at Heathrow. They will hold at the stated Helicopter holding areas and will request to carry out their south side/north side checks. An example of this will be “UKP251, cleared for security checks north side, remain north of 27R at all times”. Traffic information shall be given about police carrying out these checks.
Note: The police will expect to conduct their runway crossing “not above 800ft” rather than the standard “not below”.
¶ Approach Control
Approach Control at Heathrow Responsibilities are split into:
- Intermediate Director North (INT North) “Heathrow Director”
- Intermediate Director South (INT South) “Heathrow Director”
- Final Director (FIN) “Heathrow Director”
- Special VFR (SVFR) “Heathrow Radar”
¶ Responsibilities
¶ Intermediate Director (INT N/S)
- The acceptance of releases from the appropriate LTC sector and control of aircraft inbound to Heathrow from the release point until control is transferred to either FIN or Heathrow ADC.
- The control of outbound traffic from Heathrow routing CPT, from the initial point of contact, until control is transferred to the appropriate LTC sector.
- The radar vectoring and sequencing for ILS, RNP or Visual approaches.
¶ Final Director (FIN)
- The radar vectoring and sequencing for ILS, RNAV or Visual approaches.
¶ SVFR
- Control of low level traffic within the London CTR.
¶ Area of Responsibility
Heathrow APC is responsible for aircraft within the Heathrow RMA and London CTR.
The lateral and vertical limits of the RMA change depending on the runway(s) in use.
¶ East RMA
When the active runways are 09L and 09R the East RMA configuration is used.
¶ West RMA
When the active runways are 27L and 27R the West RMA configuration is used.
¶ East Vectoring Diagram
¶ West Vectoring Diagram
¶ Departure Procedures
Heathrow handles no departures except CPT departures on easterlies, which are handled by INT South, or INT North in their absence. These departures will be climbed to 6000ft, on a heading between 270-300 degrees and positioned north of the southern edge of the RMA before transferred to London. This shall be done by using “report your heading".
¶ Inbound Procedures
¶ Inbound Releases
INT North is responsible for receiving inbound releases from TC NE/TC NW for aircraft routing via LAM and BNN.
INT South is responsible for receiving inbound releases from TC SE/TC SW for aircraft routing via BIG and OCK.
Holding Level Allocation
| Holding Area | Holding Level |
| BNN | MSL+1 to FL170 |
| LAM | MSL+1 to FL170 |
| OCK | MSL to FL150 |
| BIG | MSL to FL150 |
LTC controllers are responsible for the Heathrow holds from FL120 upwards. Traffic coming from BIG and OCK may be released to Heathrow between MSL+1-FL120. Note: Aircraft can not hold FL130 at LAM to allow safe passage of Gatwick NE departures.
Traffic leaving the holds must do so below FL100.
¶ Inbound Release Procedures
The standard release points are BNN, LAM, OCK and BIG.
LTC controllers may transfer inbound aircraft to Heathrow APC 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.
Heathrow APC may descend aircraft to MSL (or MSL+1 at BNN or LAM) prior to the release point. Should Heathrow APC wish to turn or descend aircraft below the lowest level available to Heathrow APC outside of the Heathrow RMA, coordination must be effected between the relevant LTC controllers (and Thames radar).
¶ Continuous Descent Approach Procedures
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 Heathrow. Example - “SHT2N 29 track miles from touchdown 27R, descend to altitude 5000ft, QNH1014”.
Descent clearance below 3000ft is not to be given until the aircraft is 13nm from touchdown.
¶ Intermediate Approach
¶ Speed Control
Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. If traffic conditions permit, a pilot may be requested to maintain a higher than normal speed or be advised that there is “no ATC speed restriction”.
There are standard speeds to be employed are as follows:
- During intermediate approach, leaving the stack to the point at which a base leg is flown, 220kts should be used.
- On a base leg and closing heading, 180kts should be used.
- On final approach, 160kts until 4nm from touchdown.
¶ Ranges from Touchdown
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).
¶ Separation from Thames Traffic
When on westerly operations, descent clearance below 4000ft should not be given until the aircraft is within 13nm from touchdown. This is to ensure that aircraft are clear of the city departures which climb initially to 3000ft.
Descent to 3000ft outside of 13nm from touchdown may be given as long as the controller can verify that no outbound will depart London City whilst the aircraft is on approach.
When Heathrow are on westerly operations and London City are on easterly operations, Heathrow controllers must ensure that separation is maintained between the arrivals for 27L/R at Heathrow and aircraft being vectored by Thames for runway 09.
Thames Director may vector aircraft downwind for runway 09 subject to the following conditions:
- Aircraft must descend to an altitude of not above 2100ft QNH, to be level before passing west of a line north/south through London City Airport
- Aircraft must then descend to 2000ft QNH as soon as possible - Aircraft must not be vectored west of a north/south line through Vauxhall Bridge (6.4nm west of London City) without prior coordination with LL.
- Aircraft must reduce speed to be at 180kts or less before passing west of a line north/south through London City Airport
¶ 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 Heathrow Director, callsign only, 120.400”
¶ Final Approach
¶ Separation
A minimum radar separation of 3nm shall be used for all arriving traffic, unless 2.5nm separation is in use (see Aerodrome Control 2.5nm Minimum Radar Separation).
¶ Wake Turbulence Separation
The following RECAT-EU wake turbulence separation shall be applied between arriving aircraft:
|
Following ⇒ Leading ⇓ |
Super | Heavy | Upper | Medium | Small | Light |
| Super | 3nm | 4nm | 5nm | 5nm | 6nm | 8nm |
| Heavy | 3nm | 4nm | 4nm | 5nm | 7nm | |
| Upper | 3nm | 3nm | 4nm | 6nm | ||
| Medium | 5nm | |||||
| Small | 4nm | |||||
| Light | 3nm |
¶ Missed Approach Procedures
In the event of a missed approach, AIR Arrivals will pass details of the missed approach to the appropriate INT controller. The INT controller shall issue a heading and frequency to which the subject aircraft will be transferred. INT North will deal with go arounds from the northern runway and INT South will deal with go arounds on the southern runway.
¶ Dependent Parallel Runway 2.0nm Diagonal Separation
Aircraft which are positioned on adjacent runways may have their separation reduced to 2nm diagonally provided that both aircraft are established on their respective ILS localiser.
¶ Helicopter/Low Level Procedures (General)
¶ VFR Control
SVFR duties should be carried out by THAMES. SVFR may only be opened once THAMES is manned or if the traffic situation dictates it should be open. If neither are online INT North can take responsibility for VFR traffic within the CTR only.
¶ Applicability of VFR at Heathrow
The London CTR is designated Class D meaning VFR and SVFR flights are permitted subject to compliance with other regulations - SERA 3105 for example.
Training flights are not permitted at London Heathrow
¶ TMZ
The London CTR and TMA is a Transponder Mandatory Zone, all aircraft must operate a transponder.
¶ Airspace
Fixed wing aircraft will not be permitted to enter the inner area as depicted in AD-EGLL-3-2.. Rotary wing aircraft may however this is by PPR only.
¶ Helicopter Weather Minima
- VFR in the London CTR (Class D) (where 140 knots or less)
- EGLL Vis >1.5km
- Clear of cloud and surface in sight
- Cloud Ceiling >1500ft
- SVFR in the London CTR (Class D) (where 140 knots or less)
- EGLL Vis >800m
- Clear of cloud and surface in sight
- Cloud Ceiling >600ft
