IVAO United Kingdom - Heathrow (EGLL)

Intermediate Approach (INT) Procedures

Heathrow

Radar Manoeuvring Area

The Radar Manoeuvring Area (RMA) is the airspace in which Heathrow Directors can safely vector aircraft. The RMA is also split up into smaller sections. These sections define the levels you can drop aircraft to.

The arrangement of the Heathrow Radar Manoeuvring Area depends on the runways in use. When easterly runways are in use (09L/09R), the RMA is orientated from the stacks towards the final approach paths of the easterly runways.

Green Area = Descent not below MSL+1
Red Area = Descent not below MSL

When westerly runways are in use (27L/27R), the RMA is orientated from the stacks towards the final approach paths of the westerly runways

Red Area = Descent not below MSL
Blue Area = Descent not below 5000ft QNH

It is important that when vectoring aircraft inbound, you remain within the confined RMA airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.

Descent below MSL may not be given until the points indicated in the table below

Release Point	Westerlies	Easterlies
BNN	South of CHT-BPK track	South of BNN when inside RMA
LAM	Clear of W edge of N57	West of LON R005
OCK	North of EPM-BIG track	West of LON R210
BIG	North of EPM-BIG track	West of LON R210

INT N Procedures

INT N adopts the role of "Master Director" to coordinate and integrate traffic from the north and the south stacks. During normal operations, INT N will pass instructions to inbound traffic routeing through both north stacks in order to perform integration of the two streams until handover to Final Director.

Traffic should normally be offered to FIN descending to altitude 4000ft (QNH) at 220kts. If any non standard altitudes or speeds are used, FIN should be informed when the aircraft is transferred. On transfer of control to FIN, controllers should use the phrase "Contact Heathrow Director with callsign only, 120.4"

Traffic from the northern stacks usually follow this pattern:

IMPORTANT - The headings and tracks used here are only approximate. There are many factors which will affect the headings and tracks used such as wind and traffic situation . There is no requirement to follow these routes exactly as they are shown.

INT S Procedures

During normal operations, INT S will pass instructions to inbound traffic routeing through both south stacks in order to perform integration of the two streams until handover to Final Director.

Traffic from the southern stacks usually follow this pattern:

Continuous Descent Approach Procedure

The aim of a CDA is to provide pilots with ATC assistance necessary for them to achieve a continuous descent during intermediate and final approach at speeds which require minimum use of lift devices. This has significant benefits in terms of noise produced and reduces the amount of fuel that needs to be used.

The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information.

The CDA procedure should be used for all inbound aircraft to Heathrow.

Distance from touchdown information should be passed at the following times:

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)

(If there is no FIN controller online, pass distance from touchdown information when you turn the aircraft onto a base leg)

Speed Control

Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. On occasions, a pilot may request to maintain a higher than normal speed. If traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction".

There are standard speeds which should be employed during approach:

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. (If spacing is becoming tight, aircraft can be slowed to 160kts when on a closing heading for the ILS)
On final, 160kts until 4DME. Speed control cannot be applied beyond 4DME.

Note - Boeing 757's prefer to fly at 210kts during intermediate approach

Turn/Descent prior to LAM

During westerly operations, Heathrow may wish to turn and descend LAM inbounds towards the ILS for a straight in approach, before they have reached the beacon. Heathrow must coordinate this with the relevant TMA controller. Controllers must not descend below the level specified by the TMA until within the RMA.

Separation from Thames Radar 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 (which does happen quite often - London City cannot operate with a tail wind), 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 Radar 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

Separation from TMA Traffic

If a departure from Heathrow is following a SID (both laterally and vertically) then it is the responsibility for Heathrow to maintain separation against the departure.
If a departure from Heathrow is taken off the SID (both laterally or vertically) then it is the responsibility of the TMA to maintain separation against Heathrow inbounds.

Luton CPT departures run along the Western outside edge of the Easterly RMA at MSL. During Easterly operations, try not to run aircraft at MSL too close to the Western side of the RMA. It is the responsibility of Heathrow to see any Luton CPT departures and maintain separation against them.

Missed Approach procedures

The missed approach procedures are as follows:

Runway	Missed Approach Procedure
27L	Climb to 2000ft - straight ahead until passing 1076 (1000)ft or Zero DME I-LL inbound, whichever is later, then left onto track 150°MAG. When established and passing 6 DME LON, climb to 3000ft without delay. Continue as directed by ATC.
09R	Climb straight to 3000ft. Continue as directed by ATC.
27R	Climb to 3000ft - straight ahead until passing 1577 (1500)ft or Zero DME I-RR inbound, whichever is later, turn right onto track 320° MAG. Continue as directed by ATC.
09L	Climb to 3000ft - straight ahead until passing 1580 (1500)ft or Zero DME I-A inbound, whichever is later, then left onto track 040°MAG. Continue as directed by ATC.

The appropriate INT DIR will be made aware of the missed approach by the tower.
The tower controllers will make each other aware of the missed approach and will hold further departures and issue any tactical headings to aircraft already departing to ensure they are separated from the missed approach aircraft.
The INT DIR should issue a heading and/or frequency for the aircraft to contact
The INT DIR should inform the relevant tower controller when outbound traffic can be resumed again

Following a missed approach, if the aircraft wishes to hold, two NDB's are available for holding:

Epsom (EPM) - inbound heading 274/L Turns, minimum level 3000ft
Chiltern (CHT) - inbound heading 293/L Turns, minimum level 3000ft

In the event of an associated radio failure with a missed approach, the aircraft should follow the procedures detailed in the UK AIP.

Terrain Clearance:

Terrain clearance is the responsibility of the pilot whether or not specific heading instructions have been issued by ATC.

The lowest level within the RMAC that can be assigned to aircraft which is terrain safe is 1800ft, except around the Crystal Palace masts, which is 2000ft. (Note that anything below 2400ft, except in the final approach areas, is the responsibility of the Special VFR position)

Heathrow Support Controller (LL N/S SPT)

During periods of high traffic loading, it may be necessary for a Support controller to log on and help.

The responsibilities of the SPT controller are:

Accepting inbound releases
Telephone Co-ordination
Responding to aircrafts first call on frequency
Laddering the stacks down

This leaves the INT N Director to concentrate purely on vectoring aircraft from the stacks.

Inbound Releases:

In reality, every aircraft is released over the telephone at a specific level. This can be simulated on IVAO also.

A release message contains:

Callsign
Flight Level
Release Point

Example of a release phone call between LAM and LL SPT:

"Heathrow"

"Lambourne, release, BAW123 at 9"

"BAW123, 9"

"AIC101 at 10"

"AIC101, 10"

"DLH634 at 11"

"DLH634, 11"

"BAW1145 at 12"

"BAW1145, 12"

"Correct"

"Roger"

Telephone Co-ordination:

LL SPT takes care of the telephone co-ordination. This can be simulated through the IVAO Intercom. Example of telephone co-ordination with OCK to let them know you are vectoring an aircraft over the top of Heathrow to position for a right hand downwind for Runway 09L:

"Ockham"

"Heathrow - 15 miles north of Heathrow, BAW123, coming over the top for a right hand downwind for 09L"

"Roger - Thanks"

Responding to aircrafts first call on frequency:

So that the director can concentrate on the vectoring, LL SPT answers the first call from aircraft on frequency

"Heathrow Director, Good morning BAW773, descending FL90 to Lambourne, we're a 737 with Echo"

"BAW773, Heathrow, hold at LAM, delay is 5 to 10 minutes"

"Hold at LAM, BAW773"

If INT N wants the aircraft to be brought straight off the hold but he needs to make a phone call or think about something else, he can tell SPT to give the aircraft a heading off the beacon:

"Heathrow Director, Good Evening BAW222, Descending FL90 to Bovingdon, we're an A320 with Zulu"

"BAW222, Heathrow, leave Bovingdon heading 120 degrees, 220kts"

"Leave Bovingdon heading 120 degrees, speed 220kts, BAW222"

Laddering the stacks:

LL SPT is responsible for keeping the stacks laddered down, making sure there are no unnecessary gaps:

"DLH877 descend FL90"

"Descend FL90, DLH877"

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"BAW123 descend FL100"

"Descend FL100, BAW123"

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One of the most difficult things when LL SPT is open is managing the RT. Both controllers are active on the same voice frequency. It is important that you keep an eye on what the director is doing, so you can guess when you think the director needs to speak - The RT is ultimately his and he has to be able to use it exactly when he needs to.

Flight Progress Strips

Example of a Heathrow Strip:

Stack - The stack the aircraft is inbound to
Stack Time - The time the aircraft is estimated to reach the stack
Revision Number - The revision number of the strip. When any changes to the flight are made, a new revision is printed
Computer Identification Number - A unique number for that flight so the computer systems can recognise it
Callsign - The callsign of the aircraft
SSR - The assigned SSR code for the flight
Vortex/Aircraft Type - The Wake vortex category and type of aircraft
TAS - The filed True Airspeed filed in the flightplan for the cruise
Route - Departure and Destination aerodromes
Date - The date of the flight
Sector Number - Each workstation is given a number. The Sector Number shows which workstation the strip should be sent to

Aircraft Type - When the pilot confirms aircraft type, this should be ticked. If it is incorrect, the type should be crossed out and the correct one written on
Final Speed - When applying speed control, the last speed you give the aircraft before transferring to tower should be entered here
Release Level - When the TMA sectors call you up with a release level for the aircraft, that level should be written here
QNH - When you pass the QNH to the aircraft, the last two numbers of the QNH should be entered here
Weather - When the pilot confirms the ATIS he has copied, this box should be ticked
Flight Levels - All Flight Levels assigned to the aircraft should be circled. When the aircraft has left/passed a level, that level should be crossed out
Altitudes - All altitudes assigned to the aircraft should be entered here.
Hold - If the aircraft is instructed to hold at the stack, a "H" should be entered here
Headings - All headings assigned to the aircraft should be entered here
Speeds - All speeds assigned to the aircraft should be entered here (When writing a speed, the first two digits of the number should be written, followed by a K - 220kts would be 22K, 150kts would be 15K, e.t.c)

Flight Strip Holders:

The paper strips are put into coloured strip holders. The colour defines the Wake Vortex category of the aircraft.

Heavy aircraft are in orange strip holders.
Upper Medium aircraft are in black and white striped strip holders, to stand out
Lower Medium, Small and Light aircraft are in blue strip holders.

Downloadable flight progress strips are available in the resources section of the website (Coming soon)