1. GENERAL 1.2. NOISE ABATEMENT PROCEDURES

Transcription

1 , 2006, 203 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc IS 8 PR P GENERL LONON, UK IRPORRIEFING * -IS rrival * -IS eparture 2935 (Non-833kHz-equipped CF should contact Heathrow elivery) 2 NOISE EMEN PROCEURES 2 GENERL he following procedures may at any time be departed from to the extent necessary for avoiding immediate danger or for complying with C instructions Every operator of CF using the P shall ensure at all times that CF are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the P 22 PREFERENIL RUNWY SYSEM When tailwind component is not greater than 5 K on RWYs 27R/L, these RWYs will be used in preference to RWYs 09R/L, provided the RWY surface is dry Pilots asking for permission to use the RWY into the wind when RWYs 27R or 27L are in use, should understand that their arrival or departure may be delayed 23 REVERSE HRUS void use of reverse thrust between L except for safety reasons 24 RUN-UP ESS Run-up tests are controlled in accordance with instructions issued by Heathrow P L 25 NIGHIME RESRICIONS ny CF which has a noise classification greater than 959 EPNd may not be scheduled to take off or land between L ny CF which has a noise classification greater than 989 EPNd may not be scheduled to take off or land between L ny CF which has a noise classification greater than 989 EPNd may not take off between L, except between L when - It was scheduled to take off prior to 2300L; - ake-off was delayed for reasons beyond control of the CF operator; - P authority has not given notice to the CF operator precluding take-off ny CF may not take off or be scheduled to land between L where the operator of that CF has not provided (prior to its take-off or prior to its scheduled landing times as appropriate) sufficient information to enable the P authority to verify its noise classification None of the provisions above shall apply to a take-off or landing which is made in an emergency consisting of an immediate danger to life or health, whether human or animal 3 LOW VISIILIY PROCEURES 3 GENERL uring C II and III operations, special C Low Visibility Procedures will be applied Pilots will be informed when these procedures are in operation via IS or RF 32 RRIVL - Surface Movement Guidance and Control System (SMGCS) is normally available and all RWY exits will then be illuminated Pilots should select the first convenient exit - Pilots are to delay the call "runway vacated" until CF has completely passed the end of the green/yellow colour-coded WY centerline lights 33 EPRURE he ILS on the departure RWY will be turned off when the IRVR is greater than 250m Pilots requiring the ILS for departure when the IRVR is in the range 275m to 550m must inform elivery

2 , 2006, 204 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc PR P LONON, UK IRPORRIEFING GENERL 4 SURFCE MOVEMEN GUINCE N CONROL SYSEM P is equipped with Mode S movement radar Pilots must ensure that: CF transponder is set to transmit Mode S signals, and associated Mode code, from the request for push-back or taxi, whichever is earlier and after landing, continuously until CF is fully parked on stand fter parking, Mode code 2000 must be set before selecting OFF or SY 5 RWY OPERIONS 5 RWY CROSSING PROCEURE fter crossing RWY 09R/27L and having reported RWY vacated, the CF will be instructed to revert to Ground for further clearance In absence of further clearance it is essential that CF holds position when clear of RWY 6 XI PROCEURES 6 GENERL Pilots who intend to execute a reduced engine taxi-out must report their intention to elivery on first contact Reduced Engine axi can be used, at the discretion of the pilot, EXCEP in the following circumstances: a y any CF that is required to cross an active RWY; b y any CF, from erminal 4 (Z, W,, V) when the southern RWY is in use for landings; c y any CF exiting and turning West onto S due to jet blast affecting Stand 42; d y 777 variants in G and H due to jet blast; e Where pilots are aware that their taxi routing or entry onto stand is likely to involve tight turns or gradients requiring significant power increases Pilots are to use the minimum power necessary when manoeuvring on the WY system his is of particular importance when manoeuvring in the apron cul-desacs, where jet blast can affect adjacent stands Pilots are reminded of the extreme importance of maintaining a careful lookout at all times and are at all times responsible for wingtip clearance, notwithstanding the WY lighting system 62 RESRICIONS O LRGE CF CF: Reduced "WY centerline to object clearance" of 6'/49m applies on WY E between WY and 36 and on WY W between WY S and WY Reduced clearance of 56 /475m applies on WY at MORR Pilots are to ensure that CF remain on WY centerline at all times - Pilots of Code E CF must exercise caution when using WY S between reporting point SY6 and WY Z as wingtip clearances to the South are minimal - ll CF on WY Z must be under tow and CF: It is recommended that flight crews use judgemental steering at all times when manoeuvring on the WYs hese CF are not permitted to use the following routes: Eastbound on WY S, at SN turning RIGH onto 4 to face West - Pilots of 747, 777, 340 and Code F CF are not permitted to route north on WY ango turning left on WY Sierra facing west under power

3 , 2006, 204 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc EC P2 GENERL LONON, UK IRPORRIEFING 63 WY ROUE WES ON WY S - RIGH O S3/S3 uring Y and good visibility only and MX wingspan 9'/277m 64 COE E WY O WY SEPRION Separation of 262'/80m is not met as follows: WYs and between WY H and Y5 65 COE E WY O SN OR WY O OJEC SEPRION Separation of 56'/475m is not met on the following WYs: - Minimum clearance 39'/425m WY from WY F to WY J ll of WY F WY S from reporting point SY6 East to WY W - Minimum clearance 2 /37m WY S between reporting point SY6 and WY Z to the South 66 RWY SOP RS he RWY stop bars at N4E, N5W, S4 and S5 are not positioned perpendicular to the WY centerline 7 PRKING INFORMION he majority of stands are equipped with the 'Safedock' Visual ocking Guidance System (VGS) marshalling service will be provided for the minority of the remaining stands that do not have VGS fitted Stands 02, 03, 04 and 05 are equipped with a single, fixed, rail passenger boarding bridge which have no lateral movement

4 , 2006, 20 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc EC 4 + LONON, UK IRPORRIEFING 2 RRIVL 2 SPEE RESRICIONS Pilots should typically expect the following speed restrictions to be enforced: K from the holding facility during the initial approach phase; - 80 K on base leg/closing heading to the final PCH; - etween 80 K and 60 K when established on the final PCH; and thereafter 60 K to 40 0-P3 hese speeds are applied for C separation purposes and are mandatory In the event of a new (non-speed related) C clearance being issued (eg an instruction to descend on ILS), pilots shall continue to maintain a previously allocated speed ll speed restrictions are to be flown as accurately as possible CF unable to conform to these speeds should inform C and state what speeds can be used In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints, advising C if circumstances necessitate a change of speed for CF performance reasons 22 NOISE EMEN PROCEURES he following procedures may at any time be departed from to the extent necessary for avoiding immediate danger or for complying with C instructions Every operator of CF using the P shall ensure at all times that CF are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport n CF approaching to land shall according to its C clearance minimize noise disturbance by the use of continuous descent and low power, low drag operating procedures (see below) Where the use is not practicable, CF shall maintain an altitude as high as possible Propeller-driven CF with MOW above 5700kgs and jet CF: CF approaching RWY 27L/R between L and using the ILS shall not descend below 2500' (Heathrow QNH) on GS before being established on LOC, nor thereafter fly below GS CF approaching without ILS assistance 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 CF using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 2500' CF approaching RWY 27L/R between L and using the ILS shall not descend below 3000' (Heathrow QNH) on GS before being established on LOC at not less than 0NM from touchdown, nor thereafter fly below GS CF approaching without ILS assistance 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 CF using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 3000' CF approaching RWY 09L/R between L and using the ILS shall not descend below 2500' (Heathrow QNH) on GS before being established on LOC, nor thereafter fly below GS CF approaching without ILS assistance 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 CF using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 2500' CF approaching RWY 09L/R between L and using the ILS shall not descend below 3000' (Heathrow QNH) on GS before being established on LOC at not less than 0NM from touchdown, nor thereafter fly below GS CF approaching without ILS assistance 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 CF using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 3000'

5 , 2006, 203 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc SEP 3 + CONINUOUS ESCEN PPROCH 0-P4 2 RRIVL LONON, UK IRPORRIEFING Headings and flight levels/altitudes by C CF will be radar-vectored n estimate of track distance to touchdown will be passed with descent clearance Further distance information will be given between descent clearance and the intercept heading to the ILS LOC On receipt of descent clearance, descend at the rate best suited to a continuous descent so as to join the GS at the appropriate height for the distance without recourse to level flight 23 C II/III OPERIONS RWYs 09L/27R and 09R/27L approved for C II/III operations, special aircrew and CF certification required 24 RWY OPERIONS 24 MINIMUM RWY OCCUPNCY IME Pilots are reminded that rapid exit from the landing RWY enables C to apply the minimum spacing on final approach that will achieve maximum RWY utilisation and will minimize the occurrence of go-arounds 242 RWY VCION GUIELINES CF lands but cannot contact Ground due to RF congestion: In this case the pilot should completely vacate the landing RWY and taxi into the first WY available he pilot should then hold position until contact with Ground can be established RWY 09L: Preferred exit for 380 CF is 5

6 , 2006, 20 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc RRIVL 25 OHER INFORMION 25 GENERL 3 SEP 3 0-P5 LONON, UK IRPORRIEFING Warning: he possibility of building-induced turbulence and large windshear effects may occur when landing on RWY 27R in strong southerly / south westerly winds 252 "LN FER" PROCEURE Normally, only one CF is permitted to land or take-off on the RWY-in-use at any one time However, when the traffic sequence is two successive landing CF, the second one may be allowed to land before the first one has cleared the RWY-in-use, providing: - he RWY is long enough; - It is during daylight hours; - he second CF will be able to see the first CF clearly and continuously until it is clear of the RWY; - he second CF has been warned C will provide this warning by issuing the second CF with the instruction "Land after (first CF type)" in place of the usual instruction "Cleared to land" Responsibility for ensuring adequate separation between the two CF rests with the pilot of the second CF

7 , 2006, 202 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc MY P6 LONON, UK IRPORRIEFING 3 EPRURE 3 SR-UP & PUSH-CK PROCEURES 3 P-COLLORIVE ECISION MKING (-CM) 3 RGE OFF LOCK IME (O) his is the time, that an CF expects to be ready to leave its stand Os must be updated to an accuracy of +/-5 min Os should be updated through the usual channels if the time that the CF will be ready to leave stand changes For a delay of 5 min or more, a L message must be sent 32 RGE SR UP PPROVL IME (S) his is the time provided by C, that an CF can reasonably expect to receive start-up approval, taking into account the O and overall traffic situation Pilots will be notified of their S and any subsequent changes to it by their O/ GH or from elivery when they call ready 33 REMOE HOLING REQUES If an airline operator is aware of a CO and wishes to take the delay on a WY rather than on the stand, then they should contact the ower supervisor via phone to arrange it In this instance, S will be adjusted to allow CF to be transferred to Ground earlier for remote hold 32 LINK EPRURE CLERNCE (CL) CL via SI or RINC CL available from 25 min prior to EO to 5 min after EO Clearance will not be issued if requested later than 5 min after EO Successful clearance must be accepted within 5 min after receipt or a "Revert to voice" message will be received If the attempt to obtain a clearance is unsuccessful the CF should revert to RF Regardless of clearance source, departing CF must report CF type, stand number, QNH and the identification letter of the received IS information to elivery when fully ready for push-back and start 33 SR-UP On first contact with elivery, pilots are to report CF type, stand number, QNH and identification letter of received IS info etween L and between L pilots of operators who have been briefed with regard to the correct phraseology may call for C clearance up to 5min prior to being fully ready to push-back ll other operators must be fully ready before calling on frequency Pilots who wish to start engines on stand must request permission from Ground not later than 5 min after being transferred from elivery ll jet CF are to advise C, if for any reason they are unable to accelerate after noise abatement procedures to 250 K If within 30 min of a previously issued Calculated ake-off ime (CO) the flight is unable to comply with that CO, the pilot should advise C as soon as possible Pilots are advised that delays in excess of 0 min can be expected at holding position Sufficient time should be allowed for start, push-back and taxi to take account of such a delay especially if required to comply with a Calculated ake-off ime (CO) 34 PUSH-CK Following push-back from cul-de-sac stands, all CF must pull forward to a minimum of 328'/00m from the blast screen (indicated by a painted mark on the WY centerline) before disconnecting the tug ue to exhaust fume ingestion within the buildings at the end of all cul-de-sacs, engine start-up must be delayed until the CF has reached the 328'/00m mark Push-back approval must be obtained from Ground not later than 5 min after being transferred from elivery Push-back approval includes permission to start engines during push-back

8 , 2006, 20 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc MY 2 + LONON, UK IRPORRIEFING 3 EPRURE 32 NOISE EMEN PROCEURES 32 GENERL he following procedures may at any time be departed from to the extent necessary for avoiding immediate danger or for complying with C instructions Every operator of CF using the P shall ensure at all times that CF are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport fter take-off operate CF so that it is at or above 090' at 65 km from start of roll as measured along the departure track and so that it will not cause more than: - 94 d between L, - 89 d between L and between L, - 87 d between L at any noise monitoring terminal Jet CF maintain a minimum climb gradient of 243' per NM (4%) to at least 4000' to ensure progressively decreasing noise levels at points on the ground under the flight path beyond the monitoring terminal Noise preferential routing procedures applicable for all jet CF and other CF with MW of more than 5700 KGS (between L of more than 7000 KGS and except any ash 7 CF) are depicted on London Heathrow SI charts and on page NOISE QUO SYSEM URING NIGH ( L) Main restrictions are as follows: - Night Period ( L) - Night Quota Period ( L) he quota count is to be calculated based on the noise classification for the CF as follows: Noise Classification 0-P7 QUO Count more than 09 6

9 , 2006, 200 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc MY P8 LONON, UK IRPORRIEFING 3 EPRURE 34 RWY OPERIONS 34 MINIMUM RWY OCCUPNCY IME 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 RWY as soon as the preceding CF has commenced its take-off roll Pilots in receipt of a conditional line up clearance on a preceding departing CF (for example; C23, after the departing Sky rain C0, line up RWY 27L via N2E ) should remain behind the subject CF but may cross the RWY holding point (subject to there being no illuminated red stop bar) and enter the RWY upon receipt of the clearance here is no requirement for the subject CF to have commenced its take-off roll before entering the RWY Pilots must be aware that there may be a blast hazard as the CF on the RWY applies power Pilots in receipt of a conditional line up clearance on a preceding arriving CF (for example; C23, after the landing Sky rain C0, line up RWY 27L via N2E ) may cross the RWY holding point (subject to there being no illuminated red stop bar) as soon as the landing CF has passed the RWY entry point Pilots who require to back-track the RWY (including line up from N2W onto RWY 27L) must notify C prior to arrival at the holding point Pilots are advised that there is an increased risk of RWY Incursions when holding at N and N 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 C and seek confirmation where there is doubt Whenever possible, cockpit checks must be completed prior to line up and any checks requiring completion whilst on the RWY should be kept to the minimum required Pilots should ensure that they are able to commence the take-off roll immediately after take-off clearance is issued Pilots not able to comply with these requirements should notify C as soon as possible once transferred to ower 342 RWY HOLING RES In promulgated holding areas, C may require CF to pass each other voidance of other CF is the responsibility of the flight crew involved If doubt exists as to whether other CF can be safely overtaken, CF must stop, advise C and request alternative instructions

10 80^ Notice: fter 20 Feb Z, this chart may no longer be valid isc ^ 30 Radar * ^ 240^ HENON HEN N 84' Odiham WOOLEY WO N LK N 330^ 2200 FOS N lackbushe Farnborough 20 pt Elev 83' ^ OVINGON NN VOR ME Fairoaks 0^ 20 0 Northolt 360^ 80^ EPSOM EPM N CHILERN CH N LONON LON VOR ME London (Heathrow) OCKHM OCK VOR ME 030^ 200 RL N ROOKMNS PRK PK VOR ME 50^ London (Gatwick) ^ R RRMINIMUMLIUES 3 FE 2 Eff9Feb 600 lt Set: hpa rans level: y C rans alt: LONON, UK LMOURNE LM VOR ME LCY LCR London (City) ^ 270^ iggin Hill IGGIN IG VOR ME OUSIE HE ESIGNE RR MINIMUM LIUE RE he minimum altitude to be allocated by the radar controller will be either the Minimum Sector ltitude or 000' above any fixed obstacles: - within 5 NM of the aircraft and - within the sector 5 NM 2 ahead of and within 20^ either side of the aircraft's track 3 NM or 0 NM2 when the aircraft is within 5 NM of the radar antennae PROCEURE RWY LOSS OF COMMUNICION PROCEURE INIIL PPROCH 09L/ 27R Continue visually or by means of an appropriate approved final approach aid If not possible proceed to CH or last assigned level if higher Continue visually or by means of an appropriate approved final approach aid If not possible proceed to EPM or last assigned level if higher INERMEIE N FINL PPROCH 09R/ 27L 09L/ 27R 09R/ 27L aid If not possible follow the Missed pproach Procedure to EPM In all cases where the acft returns to the holding facility the procedures to be adopted are the pproach Radio Failure Procedures on charts -5/-6 CHNGES: Northeast sector revised Continue visually or by means of an appropriate approved final approach aid If not possible follow the Missed pproach Procedure to CH Continue visually or by means of an appropriate approved final approach, 20, 202 LL RIGHS RESERVE

11 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS s directed by C, not to be used for flight planning purposes irect distance from IG to: Heathrow pt 2 NM 06^ 7 IG G SLP ORKI N5 66 W (IG R-255/ 7) OCKHM 53 OCK N5 83 W ^ ^ 20 3 SEP 3 pt Elev 83' 7^ IG HILLY lt Set: hpa rans level: y C rans alt: IGGIN HREE RVO (IG 3) IGGIN HREE CHRLIE (IG 3C) IGGIN HREE EL (IG 3) IGGIN ONE ECHO (IG E) IGGIN ONE FOXRO (IG F) IGGIN ONE GOLF (IG G) RRIVLS URING PERIOS OF CONGESION RFFIC MY E ROUE VI OCK G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES R23^ R37^ IGGIN 5 IG N5 99 E R095^ R3^ ^ WRNING o not proceed beyond IG without C clearance SPEE RESRICION Cross SLP or 3 MIN before holding facility at 250 K or less SLP Speed Limit Point 2 SLP 2 IG N5 20 E SLP 2 IG 2 2 SLP 2 IG 37^ 0 22 IGER N5 040 E ^ LM 56 LM LMOURNE N5 388 E E ELING N5 82 E IG 3C R055^ 30 IG F 285^ IG 3 37^ ^ 42 8 FL ^ R062^ 37^ 97 37^ NE LONON, UK SNY FL KOPUL 242^ SR LOGN N5 449 E ^ IG E N5 325 E N5 270 E OVER 495 VR VR N5 098 E00 25 N5 039 E00 04 IG 3C M FL90 N57 LY 405 LY N5 000 E CHNGES: None HOLINGS OVER IG IGER ircraft will be instructed by C to fly the appropriate FL 23^ 7000' 303^ 37^ 37^ NO O SCLE 36^ LESO N E00 35 ESCEN PLNNING Pilots should plan for possible descent clearance as follows: IG 3: FL50 by IGER, IG 3C, 3, E, F, G: s directed by C CUL ESCEN CLERNCE WILL E S IRECE Y C, 2003, 202 LL RIGHS RESERVE

12 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS ^ 7 WEL G N5 66 W OCKHM 53 OCK N5 83 W N 375 NN 26^ 08^ R38^ 3 SEP 3 irect distance from WEL to: Heathrow pt 2 NM 7^ WEL 3, 3C 0-2 pt Elev 83' WEL HREE RVO (WEL 3) WEL HREE CHRLIE (WEL 3C) WEL HREE EL (WEL 3) WEL ONE ECHO (WEL E) WEL ONE FOXRO (WEL F) WEL ONE GOLF (WEL G) RRIVLS WRNING o not proceed beyond WEL without C clearance ORKI 20 38^ s directed by C, not to be used for flight planning purposes WEL 3 90 HILLY N5 20 E WEL E, F 248 LONON, UK lt Set: hpa rans level: y C rans alt: [WEL3] [WEL3C] [WEL3] [WELE] [WELF] [WELG] O E USE WHEN IG VOR UNSERVICELE URING PERIOS OF CONGESION RFFIC MY E ROUE VI OCK G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS WEL N5 99 E ^ IGER N5 040 E LM 56 LM LMOURNE N5 388 E ELING 73 E N5 82 E ^ 7 R055^ 285^ WEL 3C R30^ 37^ WEL WEL F 229 SNY N5 039 E FL40 R062^ 37^ 37^ 97 NE 30^ 3 FL40 235^ KOPUL 242^ SR LOGN N5 449 E WEL E N5 325 E N5 270 E OVER 495 VR VR N5 098 E00 25 WEL 3C M FL90 N57 LY 405 LY N5 000 E HOLINGS OVER IGER WEL 37^ 37^ CHNGES: Radial/track update ircraft will be instructed by C to fly the appropriate FL 38^ NN 323/37 38^ 7000' NO O SCLE 36^ LESO N E00 35 ESCEN PLNNING Pilots should plan for possible descent clearance as follows: WEL 3: FL50 by IGER, WEL 3C, 3, E, F, G: s directed by C CUL ESCEN CLERNCE WILL E S IRECE Y C, 2003, 203 LL RIGHS RESERVE

13 Notice: fter 20 Feb Z, this chart may no longer be valid isc ME FL200 *-IS EC Effec pt Elev 83' NN 4, NN, NN C NN, NN E RRIVLS lt Set: hpa rans level: y C rans alt: LONON, UK SR UY53 Y53 FL200 FL50- FL90 49^ M FL40 L5 L0 NUGR NN FL N52 24 W OI 3 N52 30 W FL50 N53 08 W L62 FL90- FL HON 00^ 47^ HONILEY FL200 55^ o not exceed NN 27 ME FL70 HOLINGS OVER WCO 90^ 327^ 327^ 4^ KENE N5 32 W SRs are to facilitate the transfer of traffic between terminal holding facilities and are for use only as directed by C, not to be used for flight planning purposes 2 ircraft will be instructed by C to fly the appropriate FL 3 uring periods of congestion in the London M, traffic may be required to hold at HON NN M605 49^ NN 4, 335^ ^ 36 SOPI N5 575 W ^ ME FL60 SPEE RESRICION Cross SLP or 3 MIN before holding facility at 250 K or less SLP Speed Limit Point VENRY Y 64 Y N52 08 W ^ 8 24 NN C 20 NN 8^ SLP 2 NN 335 WESCO WCO N5 52 W SLP ONN N5 420 W irect distance from NN to: Heathrow pt 5NM WRNING o not proceed beyond NN without C clearance ESCEN PLNNING Pilots should plan for possible descent clearance as follows: NN 4: FL50 by SOPI NN : FL200 by OI, FL50 by SOPI CUL ESCEN CLERNCE WILL E S IRECE Y C 7 2 OVINGON NN 375 NN N5 436 W R298^ R252^ NO O SCLE HOLING OVER NN 8^ ' LMOURNE 336 NN E 298^ LM 56 LM N5 388 E ^ SR NN 4 NN NN C NN NN E CHNGES: WY N65 redesignated L62 ROUING t HON, intercept HON R-4 via OI and SOPI to WCO, turn LEF, intercept NN R-298 inbound to NN t NUGR, 49^ track to OI, turn LEF, intercept HON R-4 via SOPI to WCO, turn LEF, intercept NN R-298 inbound to NN t Y, intercept Y R-66 to WCO, turn LEF, intercept NN R-298 inbound to NN t KENE, intercept NN R-252 inbound to NN t LM, intercept LM R-277 to ONN, turn RIGH, 8^ track on holding track to NN, 2003, 204 LL RIGHS RESERVE

14 Notice: fter 20 Feb Z, this chart may no longer be valid isc ME FL200 UY53 Y53 FL200 *-IS FL50- FL90 49^ M FL40 L5 NUGR N53 08 W FL200 55^ N52 24 W HOLINGS OVER WCO FL50 OVV L0 NO O SCLE 00^ CHNGES: WY N65 redesignated L62 L62 FL90- FL40 HONILEY 365 HON 90^ 47^ OVV 4 OVV C 327^ FL60 335^ 5 EC 4 0-2C Effec FL ^ pt Elev 83' 66^ 36 SOPI N5 575 W OVV C LONON, UK lt Set: hpa rans level: y C rans alt: [OV4], [OV] [OVC], OVV [OV] [OVE] SPEE: CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS WRNING SRs are to facilitate the transfer o not proceed beyond of traffic between terminal holding OVV facilities and are for use only as without C clearance directed by C, not to be used for flight planning purposes 2ircraft will be instructed by C to fly the appropriate FL VENRY 3uring periods of congestion in the London M, traffic may be Y 64 required to hold at HON N52 08 W FL200 ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OVV 4: FL50 by SOPI OI N52 30 OVV : FL200 by OI, W FL50 by SOPI CUL ESCEN CLERNCE WILL E S IRECE Y C 327^ 4^ 07^ OVV E RRIVLS O E USE WHEN NN VOR UNSERVICELE M ^ OVV 4, 329^ 36 7^ 335 WESCO WCO N5 52 W ONN N5 420 W OVV OVV (LM 336) 39^ ' LON 323/37 OVV N5 436 W R39^ 336 OVV E SR LM 56 LM LMOURNE N5 388 E LONON KENE N LON W N5 292 W IGGIN irect distance from OVV to: 5 IG Heathrow pt 5NM N5 99 E SR ROUING OVV 4 t HON, intercept HON R-4 via OI and SOPI to WCO, turn LEF, 7^ bearing to OVV OVV t NUGR, 49^ track to OI, turn LEF, intercept HON R-4 via SOPI to WCO, turn LEF, 7^ bearing to OVV OVV C t Y, intercept Y R-66 to WCO, turn LEF, 7^ bearing to OVV OVV t KENE, 07^ track to OVV OVV E t LM, intercept LM R-277 to ONN, turn RIGH, 39^ track on holding track to OVV 277^, 2003, 204 LL RIGHS RESERVE

15 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS OC 3 pt Elev 83' 0-2 LM 3 lt Set: hpa rans level: y C rans alt: RRIVL URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG 3, IG E, NN E & OCK H S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES LONON, UK SR R0^ 83 y C /25 ESCEN PLNNING Pilots should plan for possible descent clearance as follows: FL250 by LOGN (ircraft Flight Planned at or above FL300 and all aircraft via airway UP-7), FL240 by LOGN (ircraft Flight Planned at or below FL290), FL50 by SER CUL ESCEN CLERNCE WILL E S IRECE Y C EG()-38 EG()-38 irect distance from LM to: Heathrow pt 25 NM 98^ ^ y C y C SLP 2 LM RSO 2 FL ' FL80 FL70 RIPO 2 ue to proximity of EG()-38 do not fly south of track beam CLN until RSO ircraft will be instructed by C to fly the appropriate FL LOGN 264^ 290^ PRK PK ROOKMNS 75 PK N5 450 W SER NO O SCLE WRNING o not proceed beyond LM without C clearance R084^ N5 4 E N5 428 E N5 422 E N5 449 E SPEE RESRICION Cross SLP or 3 MIN before holding facility at 250 K or less SLP Speed Limit Point CLCON CLN 455 CLN N5 509 E ^ 085^ 56 LMOURNE LM N5 388 E ROUING t LOGN, intercept LM R-084 inbound via RIPO, SER and RSO to LM CHNGES: Reissue, 2003, 203 LL RIGHS RESERVE

16 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS OC 3 0-2E pt Elev 83' WNY 3 RRIVL LONON, UK lt Set: hpa rans level: y C rans alt: [WN3] O E USE WHEN LM VOR UNSERVICELE URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG 3, IG E, NN E & OCK H S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS SR 290^ R0^ 83 y C 83/25 EG()-38 EG()-38 98^ 85 0 R098^ 297 y C y C 278^ y C R069^250 ESCEN PLNNING Pilots should plan for possible descent clearance as follows: FL250 by LOGN (ircraft Flight Planned at or above FL300 and all aircraft via airway UP-7), FL240 by LOGN (ircraft Flight Planned at or below FL290), FL50 by SER CUL ESCEN CLERNCE WILL E S IRECE Y C RIPO ' RSO FL240 FL80 FL70 2 ue to proximity of EG()-38 do not fly south of track beam CLN until RSO ircraft will be instructed by C to fly the appropriate FL LOGN 264^ 5 PRK PK ROOKMNS 75 PK N5 450 W N5 428 E N5 4 E SER N5 422 E N5 449 E NO O SCLE ^ 20 LONON 36 LON N5 292 W WNY N5 388 E CLCON CLN 455 CLN N5 509 E ^ 250/30 CHNGES: Reissue, 2003, 203 LL RIGHS RESERVE

17 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS OC 0-2F pt Elev 83' OCK G, OCK H RRIVLS LONON, UK lt Set: hpa rans level: y C rans alt: SRS RE O FCILIE HE RNSFER OF RFFIC EWEEN ERMINL HOLING FCILIIES N RE FOR USE ONLY S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C WRNING o not proceed beyond OCK without C clearance 2200' 090^ 80^ MS LON VOR LMOURNE LM SR 200' 56 LM N5 388 E LONON 36 LON N5 292 W ^ OCKHM OCK 53 N5 83 W OCK H IGGIN 5 IG N5 99 E ^ 7000' R06^ 330^ 7 286^ ORKI N5 66 W OCK G 256^ ircraft will be instructed by C to fly the appropriate FL NO O SCLE ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OCK G: FL50 by IGER OCK H: FL50 by SER CUL ESCEN CLERNCE WILL E S IRECE Y C SR OCK G OCK H CHNGES: Radial updated ROUING t IG, intercept IG R-256 to ORKI, turn RIGH, intercept OCK R-06 inbound to OCK t LM, intercept LM R-26 to ORKI, turn RIGH, intercept OCK R-06 inbound to OCK, 2005, 20 LL RIGHS RESERVE

18 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS OC 0-2G pt Elev 83' OMMO G OMMO H RRIVLS [OMOG] [OMOH] LONON, UK lt Set: hpa rans level: y C rans alt: O E USE WHEN OCK VOR UNSERVICELE SRS RE O FCILIE HE RNSFER OF RFFIC EWEEN ERMINL HOLING FCILIIES N RE FOR USE ONLY S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C WRNING o not proceed beyond OMMO without C clearance 2200' 090^ LMOURNE 56 LM 80^ MS LON VOR N5 388 E SR 200' LONON 36 LON N5 292 W ^ 28 OMMO H IGGIN 5 IG N5 99 E ^ 349 OMMO 7000' 69 HOG N5 89 W N5 37 W R268^ OMMO G 255^ ircraft will be instructed by C to fly the appropriate FL NO O SCLE ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OMMO G: FL50 by IGER OMMO H: FL50 by SER CUL ESCEN CLERNCE WILL E S IRECE Y C SR OMMO G OMMO H CHNGES: Radial updated ROUING t IG, intercept IG R-255 to HOG, turn RIGH, 088^ track to OMMO LM, intercept LM R-225 to HOG, turn RIGH, 088^ track to OMMO, 2005, 20 LL RIGHS RESERVE

19 CHNGES: Reissue, 2005, 203 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS LONON 36 LON N5 292 W ROUING t OMU, intercept MI R-222 inbound to KHY, turn LEF, 027^ track to HZEL, turn RIGH, intercept OCK R-230 inbound to OCK SR OCK 4 50^ OCKHM 53 OCK t SM, intercept SM R-080 to HZEL, turn LEF, intercept OCK R-230 inbound to OCK t ILNI, 09^ track to KUMIL, turn LEF, intercept GWC R-244 inbound to ELER, turn LEF, intercept LON R-26 inbound to HZEL, turn RIGH, intercept OCK R-230 inbound to OCK OCK 2C OCK 3E R230^ N5 83 W t EWLI, 090^ track to EGO, turn LEF, intercept LON R-26 inbound to HZEL, turn RIGH, intercept OCK R-230 inbound to OCK OCK 3J 7000' R26^ HZEL 330^ SLP 2 OCK N5 003 W FL30 SOUHMPON 335 SM SM N W SPEE RESRICION Cross SLP or 3 MIN before holding facility at 250 K or less 27 SLP Speed Limit Point 080^ OCK 2C 3 MY 3 M FL90 0-2H pt Elev 83' M FL00 FL R244^ MI 80^ ELER 289^ R222^ LONON, UK lt Set: hpa rans level: y C rans alt: FROM SOUH & SOUHWES URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES 050^ 40 MIHURS 40 MI N5 032 W L620 ircraft will be instructed by C to fly the appropriate FL 7 7 Q4 EGO N W OCK 3J EWLI N W OCK 4 2 OCK 2C 2 OCK 3E OCK 3J RRIVLS 036^ N W ^ UN54 FL200 y C UM7 (SM 75) (LON 595) 2 027^ 2 N W ILNI 2 3 GOOWOO GWC 475 N50 53 W ^ 09^ FL ^ OCK 3E NO O SCLE 222^ KUMIL WRNING o not proceed beyond OCK without C clearance N50 32 W KHY y C N W FL60 ESCEN PLNNING Pilots should plan for possible descent FL80 clearance as follows: OCK 4: OCK 4 042^ FL80 by KHY, FL30 by HZEL 2 When OCK VOR is u/s, the route will be to OMMO (0-2J) OMU OCK 2C: OCK 3E: 222^ N50 57 W FL30 by HZEL FL270 by 5NM before ILNI, FL80 by KUMIL, y C 042^ SR irect distance from OCK to: Heathrow pt 0NM 3 Not available for flight planning between L FL200 FL30 by HZEL OCK 3J: FL270 by 27NM before EWLI, FL30 by HZEL CUL ESCEN CLERNCE WILL E S IRECE Y C

20 CHNGES: Reissue, 2005, 203 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc LONON 36 LON ROUING *-IS N5 292 W t OMU, intercept MI R-222 inbound to KHY, turn LEF, 027^ track to HZEL, turn RIGH, intercept LON R-26 inbound to FIMLI, turn RIGH, interecpt IG R-268 inbound to OMMO SR OMMO 4 R26^ OMMO N5 89 W R268^ FIMLI 5 088^ N5 8 W t SM, intercept SM R-080 to HZEL, turn LEF, intercept LON R-26 inbound to FIMLI, turn RIGH, interecpt IG R-268 inbound to OMMO t ILNI, 09^ track to KUMIL, turn LEF, intercept GWC R-244 inbound to ELER, turn LEF, intercept LON R-26 inbound via HZEL to FIMLI, turn RIGH, interecpt IG R-268 inbound to OMMO t EWLI, 090^ track to EGO, turn LEF, intercept LON R-26 inbound via HZEL to FIMLI, turn RIGH, interecpt IG R-268 inbound to OMMO OMMO 2C OMMO 3E OMMO 3J IGGIN 5 IG N5 99 E ' HZEL N5 003 W FL30 SOUHMPON 335 SM SM N W ircraft will be instructed by C to fly the appropriate FL 3 MY ^ OMMO 2C M FL90 2 Not available for flight planning between L 0-2J pt Elev 83' MIHURS 40 MI M FL00 irect distance from OMMO to: Heathrow pt 0NM N5 032 W R244^ MI 80^ R222^ LONON, UK lt Set: hpa rans level: y C rans alt: 32 EGO N W00 4 EWLI N W OMMO 3J 036^ ELER 289^ GOOWOO GWC 475 N50 53 W N W (SM 75) (LON 595) 2 027^ OMMO 3E 2 ILNI [OMO4] [OMO2C] [OMO3E] [OMO3J] 2 URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES L620 7 OMMO 4 OMMO 2C OMMO 3E OMMO 3J RRIVLS FROM SOUH & SOUHWES O E USE WHEN OCK VOR UNSERVICELE Q4 FL ^ UN54 FL200 y C UM7 09^ 09^ FL ^ N W ^ KUMIL KHY y C N W N50 32 W FL60 OMMO NO O SCLE FL80 042^ OMU 222^ N50 57 W ^ SR SPEE: CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OMMO 4: FL80 by KHY, FL30 by HZEL FL30 by HZEL OMMO 2C: WRNING o not proceed beyond OMMO without C clearance y C FL200 OMMO 3E: FL270 by 5NM before ILNI, FL80 by KUMIL, FL30 by HZEL OMMO 3J: FL270 by 27NM before EWLI, FL30 by HZEL CUL ESCEN CLERNCE WILL E S IRECE Y C

21 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS FE 2 pt Elev 83' OCK OCK OCK 2F 0-2K lt Set: hpa rans level: y C rans alt: RRIVLS FROM WES & NORHWES WHEN OCK VOR UNSERVICELE REFER O CHR 0-2L URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES 2 2 LONON, UK 2200' 090^ 80^ MS LON VOR SR 200' 55^ WRNING o not proceed beyond OCK without C clearance 06^ HONILEY 365 HON N52 24 W ^ 2 OKESI N5 266 W KENE N5 32 W FL40 EEK N5 223 W ^ 06^ COMPON 435 CP N5 295 W ^ 400 OCK y C 276^ 5 OCK 2F ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OCK : FL40 by 40 NM before OCK OCK : s directed by C OCK 2F: FL40 by EEK CUL ESCEN CLERNCE WILL E S IRECE Y C 62 2 OCK 28 2 NIGI N5 88 W ^ ^ y C NO O SCLE SPEE RESRICION Cross SLP or 3 MIN before holding facility at 250 K or less SLP Speed Limit Point WOOLEY 352 WO N5 272 W SLP 2 OCK SLP 2 OCK LONON 36 LON N5 292 W ' ircraft will be instructed by C to fly the appropriate FL 2 uring periods of congestion in the London M, traffic may be required to hold at OKESI 2 SLP 2 OCK OCKHM 53 OCK N5 83 W R300^ R29^ R273^ 50^ 330^ CHNGES: None, 2009, 20 LL RIGHS RESERVE

22 Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS FE 2 pt Elev 83' OMMO OMMO OMMO 2F RRIVLS 0-2L [OMO] [OMO] [OMO2F] FROM WES & NORHWES O E USE WHEN OCK VOR UNSERVICELE URING PERIOS OF CONGESION RFFIC MY E ROUE VI IG G S IRECE Y C NO O E USE FOR FLIGH PLNNING PURPOSES lt Set: hpa rans level: y C rans alt: SPEE: CROSS 3 MIN EFORE HOLING FCILIY 250 K OR LESS 2 2 LONON, UK 2200' 090^ 80^ MS LON VOR SR 200' HONILEY 365 HON N52 24 W ^ WRNING o not proceed beyond OMMO without C clearance 62 OMMO y C 06^ 2 OKESI N5 266 W KENE N5 32 W ^ 37 EEK N5 223 W ^ 06^ 03^ OMMO COMPON 435 CP N5 295 W R283^ FL40 40NM before OMMO 2 5 OMMO 2F NIGI N5 88 W ^ 092^ WOOLEY 352 WO N5 272 W ^ 2 30 NO O SCLE LONON 36 LON N5 292 W ^ OMMO N5 89 W (5 IG R-268/50) 7000' 286^ ESCEN PLNNING Pilots should plan for possible descent clearance as follows: OMMO : FL40 by 40 NM before OMMO OMMO : s directed by C OMMO 2F: FL40 by EEK CUL ESCEN CLERNCE WILL E S IRECE Y C ircraft will be instructed by C to fly the appropriate FL 2 uring periods of congestion in the London M, traffic may be required to hold at OKESI CHNGES: Radial update, 2009, 202 LL RIGHS RESERVE

23 09^ 09^ ^ 27^ Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS pt Elev 83' 8 PR 4 RWYS 09L/R, 27L/R INIIL PPROCH WIHOU RR CONROL FROM IG O ILS OR MLS 0-2M LONON, UK INIILPPROCH lt Set: hpa rans level: y C rans alt: Minimum holding level (Flight Level equivalent of 7000') is above and will be allocated by C 2 Initial approach procedures are designed for manoeuvring speeds up to 220 K and assume acft can maintain a descent gradient of approximately 320' per NM 3 Continuous descent approach should be used whenever practicable unless otherwise instructed by C Procedure design is compatible with 3^ descent path from 4 pproximate distances to touchdown are indicated in brackets (IF) IGGIN 5 IG N5 99 E IG (RWY 09L/R 48 NM) (RWY 27L/R 35 NM) 7000' 23^ 276^ 274^ 303^ NO O SCLE FOR FINL PPROCH SEE PPROCH CHRS 0 IRR (FF RWY 27R) 75 IRR *03 IRR ILS ME IRR ILS ME *03 I I (FF RWY 09L) 75 I 0 I 3000' 2500' 2500' 3000' 3500' CHNGES: rack update; INS coords 9 ME (35 NM) (3 NM) 0 ILL (FF RWY 27L) 75 ILL ILS ME *095 ILL *095 I ILS ME I (FF RWY 09R) 75 I 0 I 3000' 2500' 2500' 3000' 093^ 35 GWC (7 NM) 302^ 294^ N5 263 W ' (3 NM) (2 NM) 3 278^ 26 00^ 9 26 IG N5 222 W IG (22 NM) 9 IG N5 203 W MNM HLG LVL MNM HLG LVL (9 NM) (26 NM) MX 80 K GOOWOO GWC 475 N50 53 W ROUING t IG, intercept IG R-276 to 29 IG, turn RIGH, intercept GWC R-00 to 35 GWC, turn RIGH, establish on ILS I by 0 I (RWY 09L) or on ILS I by 0 I (RWY 09R) t IG, intercept IG R-274 to 9 IG, turn RIGH, 093^ track, when crossing IG R-302 turn LEF, establish on ILS ILL by 0 ILL (RWY 27L) or on ILS IRR by 0 IRR (RWY 27R) RWY 09L/R 27L/R, 2009, 204 LL RIGHS RESERVE

24 CHNGES: rack update; INS coords 4 27^ 09^ ^ 09^, 2009, 204 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc OVINGON 375 NN N5 436 W (IF) NN 8^ *-IS FOR FINL PPROCH SEE PPROCH CHRS 28^ 7000' 298^ (35 NM) 79^ pt Elev 83' 5 NN NN N5 386 W (24 NM) (30 NM) MNM HLG LVL 5 268^ 0-2N 33^ R00^GWC 475 LONON, UK INIILPPROCH lt Set: hpa rans level: y C rans alt: Minimum holding level (Flight Level equivalent of 7000') is above and will be allocated by C 2 Initial approach procedures are designed for manoeuvring speeds up to 220 K and assume acft can maintain a descent gradient of approximately 320' per NM 3 Continuous descent approach should be used whenever practicable unless otherwise instructed by C Procedure design is compatible with 3^ descent path from 4 pproximate distances to touchdown are indicated in brackets 5 NN 9 NN N5 324 W MNM HLG LVL 30 LM LMOURNE 56 LM N5 388 E (24 NM) N5 368 W LM MNM HLG LVL (20 NM) (20 NM) 8 PR 4 (24 NM) 39 GWC N5 303 W ^ RWYS 09L/R, 27L/R INIIL PPROCH WIHOU RR CONROL FROM NN O ILS OR MLS MX 80 K 0 IRR (FF RWY 27R) 75 IRR *03 IRR ILS ME IRR ILS ME *03 I I (3 NM) (FF RWY 09L) 75 I 3500' 0 I 3500' 3000' 2500' 2500' 3000' (25 NM) 0 ILL (FF RWY 27L) 75 ILL ILS ME *095 ILL *095 I ILS ME I (FF RWY 09R) 75 I 0 I NO O SCLE 3000' 2500' 2500' 3000' wcg ROUING t NN, intercept NN R-79 to 5 NN, turn RIGH, intercept LM R-268 to 34 LM, turn LEF, intercept GWC R-00 inbound to 39 GWC, turn LEF, establish on ILS I by 0 I (RWY 09L) or on ILS I by 0 I (RWY 09R) t NN, intercept NN R-28 to 9 NN, turn RIGH, establish on ILS ILL by 0 ILL (RWY27L) or on ILS IRR by 0 IRR (RWY 27R) RWY 09L/R 27L/R

25 4 09^ 09^ ^ 27^ Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS pt Elev 83' 264^ 0-2P LONON, UK INIILPPROCH lt Set: hpa rans level: y C rans alt: Minimum holding level (Flight Level equivalent of 7000') is above and will be allocated by C 2 Initial approach procedures are designed for manoeuvring speeds up to 220 K and assume acft can maintain a descent gradient of approximately 320' per NM 3 Continuous descent approach should be used whenever practicable unless otherwise instructed by C Procedure design is compatible with 3^ descent path from 4 pproximate distances to touchdown are indicated in brackets 7000' 084^ 8 PR 4 RWYS 09L/R, 27L/R INIIL PPROCH WIHOU RR CONROL FROM LM O ILS OR MLS LMOURNE 56 LM N5 388 E (IF) LM N5 395 W LM OVINGON 375 NN NN N5 436 W FOR FINL PPROCH SEE PPROCH CHRS (25 NM) MNM HLG LVL (54 NM) 30 LM (24 NM) 34 LM 275^ CHNGES: rackupdate; INS coords 268^ MNM HLG LVL N5 368 W (20 NM) 30 5 ME 28^ (20NM) 9 NN N5 324 W (24 NM) 39 GWC MX 80 K N5 303 W ^ 0 IRR (FF RWY 27R) 75 IRR 33^ *03 IRR ILS ME IRR ILS ME *03 I I 3500' (3 NM) (FF RWY 09L) 75 I 0 I 3500' 3000' 2500' 2500' 3000' (25 NM) 0 ILL (FF RWY 27L) 75 ILL R00^ GWC ILS ME *095 ILL ILS ME I (FF RWY 09R) 75 I 0 I 3000' 2500' wcg 475 NO O SCLE *095 I 2500' 3000' ROUING t LM, intercept LM R-268 to 34 LM, turn LEF, intercept GWC R-00 inbound to 39 GWC, turn LEF,establish on ILS I by 0 I (RWY 09L) or on ILS I by 0 I (RWY 09R) t LM, intercept LM R-275 to LM, turn LEF, intercept NN R-28 to 9 NN, turn RIGH, establish on ILS ILL by 0 ILL (RWY 27L) or on ILS IRR by 0 IRR (RWY 27R) RWY 09L/R 27L/R, 2009, 204 LL RIGHS RESERVE

26 CHNGES: rack update; INS coords 27^ ^ ^ 09^, 2009, 204 LL RIGHS RESERVE Notice: fter 20 Feb Z, this chart may no longer be valid isc *-IS FOR FINL PPROCH SEE PPROCH CHRS pt Elev 83' 0 IRR (FF RWY 27R) 75 IRR *03 IRR ILS ME IRR ILS ME *03 I I (FF RWY 09L) 75 I 0 I 3000' 2500' 2500' 3000' 8 PR 4 065^ 0-2Q N5 83 W (IF) OCKHM 53 OCK 00^ LONON, UK INIILPPROCH lt Set: hpa rans level: y C rans alt: Minimum holding level (Flight Level equivalent of 7000') is above and will be allocated by C 2 Initial approach procedures are designed for manoeuvring speeds up to 220 K and assume acft can maintain a descent gradient of approximately 320' per NM 3 Continuous descent approach should be used whenever practicable unless otherwise instructed by C Procedure design is compatible with 3^ descent path from 4 pproximate distances to touchdown are indicated in brackets RWYS 09L/R, 27L/R INIIL PPROCH WIHOU RR CONROL FROM OCK O ILS OR MLS 3500' 0 ILL (FF RWY 27L) 75 ILL *095 I 360^ ILS ME *095 ILL ILS ME I (FF RWY 09R) 75 I 0 I (35 NM) 3000' 2500' 2500' 3000' 35 GWC N5 263 W OCK 3500' (3 NM) (22 NM) N5 22 W OCK 7 4 MNM HLG LVL (30 NM) (8 NM) 077^ OCK OCK 290^ N5 222 W (9 NM) (8 NM) 7 OCK 50^ (23 NM) 7000' MNM HLG LVL 330^ GOOWOO GWC 475 N50 53 W NO O SCLE ROUING t OCK, intercept OCK R-290 to 2 OCK, turn RIGH, intercept GWC R-00 to 35 GWC, turn RIGH, establish on ILS I by 0 I (RWY 09L) or on ILS I by 0 I (RWY 09R) t OCK, intercept OCK R-077 to 2 OCK, turn LEF, 360^ track, when crossing OCK R-065 turn LEF, establish on ILS ILL by 0 ILL (RWY 27L) or on ILS IRR by 0 IRR (RWY 27R) RWY 09L/R 27L/R

27 Notice: fter 20 Feb Z, this chart may no longer be valid isc LONON Control 882 pt Elev 83' 4 OC 3 Eff7Oct LONON, UK rans level: y C rans alt: When instructed contact LONON Control 2 SIs include noise preferential routes (refer to 0-4) 3 Cruising levels will be issued after take-off by LONON Control 4 o not climb above SI levels until instructed by C ROOKMNS PRK SEVEN FOXRO (PK 7F) ROOKMNS PRK SEVEN GOLF (PK 7G) RWYS 27R/L EPRURES SPEE: MX 250 K ELOW FL00 UNLESS OHERWISE UHORISE SI WRNING: ue to interaction with other routes do not climb above until cleared by C VERGE RCK MILEGE 32 NM to PK R245^ NO O SCLE 065^ 7 ROOKMNS PRK 75 PK N5 450 W ' 5000' 056^ 3 327^ CHILERN CH 277 N5 374 W ^ URNHM 42 UR N5 3 W LON N5 30 W LON 3 LON 299^ PK 7G PK 7F WRNING No turns below 590' LONON 36 LON N5 292 W Cross appropriate Noise Monitoring erminal Gnd speed-k (refer to chart 0-4) at or above 090', thereafter maintain a minimum climb gradient 4% V/V (fpm) of If unable to comply with SI or climb gradient 4% up to 4000' for M purposes inform C prior to take-off SI RWY ROUING / LIUE PK 7F 27R Climb straight ahead, intercept 299^ bearing towards UR by 4 LON, at 6 LON turn RIGH, intercept 056^ bearing towards CH, cross LON R-306 at or above 4000' (MX ), LON R-327 at or above 5000' (MX ), to CH at, turn RIGH, intercept PK R-245 inbound to PK PK 7G 27L Climb straight ahead, intercept 299^ bearing towards UR by 3 LON, at 6 LON turn RIGH, intercept 056^ bearing towards CH, cross LON R-306 at or above 4000' (MX ), LON R-327 at or above 5000' (MX ), to CH at turn RIGH, intercept PK R-245 inbound to PK CHNGES: urn restriction note improved; crossing at PK, 200, 203 LL RIGHS RESERVE

28 Notice: fter 20 Feb Z, this chart may no longer be valid isc LONON Control 882 pt Elev 83' 4 OC 3 Eff7Oct LONON, UK rans level: y C rans alt: When instructed contact LONON Control 2 SIs include noise preferential routes (refer to 0-4) 3 Cruising levels will be issued after take-off by LONON Control 4 o not climb above SI levels until instructed by C ROOKMNS PRK SIX JULIE (PK 6J) ROOKMNS PRK FIVE KILO (PK 5K) RWYS 09R/L EPRURES SPEE: MX 250 K ELOW FL00 UNLESS OHERWISE UHORISE ROOKMNS PRK 75 PK N5 450 W SI SI PK 6J PK 5K WRNING: ue to interaction with other routes do not climb above until cleared by C LONON 36 LON N5 292 W RWY 09R 09L NO O SCLE ME WRNING No turns below 5 2 ME 052^ 052^ 590' 072^ PK 5K PK 6J CHNGES: urn restriction note improved; crossing at PK 0 LON N5 325 W ' 0 PK 4000' 6 PK 20 PG N5 43 W (LON R-044/89) ^ R97^ VERGE RCK MILEGE 23 NM to PK Cross appropriate Noise Monitoring erminal (refer to chart 0-4) at or above 090', thereafter maintain a minimum climb gradient of 4% up to 4000' for M purposes Gnd speed-k % V/V (fpm) If unable to comply with SI or climb gradient inform C prior to take-off ROUING / LIUE Climb straight ahead, at LON 2 ME turn LEF, 052^ track, intercept LON R-072, cross 0 LON at or above 3000' (MX ), turn LEF, intercept PK R-97 inbound, cross 0 PK at or above 4000' (MX ), 6 PK at, via PG to PK Climb straight ahead, at LON 5 ME turn LEF, 052^ track, intercept LON R-072, cross 0 LON at or above 3000' (MX ), turn LEF, intercept PK R-97 inbound, cross 0 PK at or above 4000' (MX ), 6 PK at, via PG to PK, 200, 203 LL RIGHS RESERVE