LHR Procedure

[JammedStab]

Heading there soon for the first time in quite a while. I seem to remember that on initial contact with approach, they wanted to know aircraft type and approach speed if above a certain value which which was given on the initial transmission. I don't see this in the briefing pages. Was it removed, in a different location, or have I got airports mixed up?

Thanks

[Gonzo]

Speed Control: Adherence to speeds assigned by ATC is mandatory. Pilots should typically expect the following speed restrictions to be enforced: 220 kt from the holding facility during the initial approach phase; 180 kt on base leg/closing heading to final approach; between 180 kt and 160 kt when established on final approach and thereafter 160 kt to 4 DME. These speeds are applied for ATC separation purposes. In the event of a new (nonspeed related) ATC instruction being issued (eg an instruction to descend on ILS) pilots shall continue to maintain the previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds must inform ATC and state what speeds can be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as is feasible within their own operational constraints. Pilots should advise ATC if circumstances necessitate a change of speed for aircraft performance reasons.

Above from EGLL AIP.

Also check your DMs

[Piltdown Man]

Everything is normal UK stuff until your first contact with a "Heathrow" call sign, as it will say in the ATIS. Then they want your type and ATIS received letter and any other guff you were asked to give. Also, although regular users take it for granted, they do have an excellent understanding of your capabilities - so you are very unlikely to be asked to do anything your aircraft is not capable of. Lastly, taxiing is night is a breeze - "Follow the greens" but daytime can be a bit of a trial as some the clearances may have a fair chunk of the alphabet in them. On departure, you will also make the acquaintance of the lovely TSAT/TOBT system. If you haven't bumped into the thing before, worry not. Your dispatcher will explain all.

[JammedStab]

Thanks,

I have done the A-CDM stuff before. That being said, it can differ from airport to airport. If given a CTOT, how much earlier than the CTOT do you push? I suppose it might vary by time of day and terminal location.

[Piltdown Man]

The interesting question. My experience is that your TSAT window is linked directly to your CTOT and as you suspect, the time is variable. We park at T4. I typically see our TSAT window opening at CTOT-15 for 27L up to CTOT-30 for 09L. The only good news is that if you are ready on time you'll not miss your slot.

[Tu.114]

If You go there with a type uncommon at LHR, expect the controllers to be rather flexible and able to adjust to You.

I have taken a DH8 there several times over the last year. The controllers always asked us about our intended approach speed after DME 4 and, it being a bit lower than that flown by heavy jets, gave the succeding jet a bit more separation from us on the ILS.

Same goes for departures. You are likely to depart behind a heavy, and there has never been a problem at all to allow the 2 minutes to elapse before opening the throttles even though the clearance for takeoff may have been given when the preceding had just lifted off.

So, ATC-wise, LHR is above all criticism from my experience. Do have the F/O prepare his taxi charts as well so he can assist You while on the ground; multi-volume clearances to proceed, hold short of and give way are not uncommon. Also the runway holding areas with the different holding points are best studied before approaching them. LHR has grown more or less organically and is, in my humble opinion, not the easiest airport to taxi on.

[Gonzo]

And I know this may sound as if it's obvious, but please, if you are unsure of any instruction, or what you need to do, please just ask us. Even if it's something you think you should know.

The 5-letter runway holding area entry points are often confusing to new crews.

I have given JammedStab my work email for him/her to ask any questions. If anyone else wants it, PM me.

On the departure wake point, we time from rotation to rotation, with an allowance made for take off time of the follower, so for a two minute gap, you may be cleared for T/O about 1min 15 seconds after the leader rotates.

Tu.114, I'm a bit concerned that you imply that you were cleared 'wheels up' behind a heavy where you were expecting 2 minutes. Can you expand?

[gatbusdriver]

I agree that taxiing is the biggest challenge. Remember that time based separation can give you a minimum of 2.5nm separation (looks chuffing close!). Fly the speeds accurately and get on speed quickly to help yourself and the controllers. When vacating ensure you know the first couple of parallel taxiways, if you have the ability to arm a moving map do so, and make sure PM is quick with a taxi chart.

[Tu.114]

Gonzo, I am under the impression that nothing untoward happened that day (and on any other days I passed through LHR, I might add).

Expect a PM so I do not derail the thread.

[Gonzo]

Tu.114,

Thanks.

Understood

Though for the thread it's worth noting that the UK has its own wake categorisation scheme, and that 757s are not treated as Heavy.

[overstress]

When you get line-up clearance, start moving straight away! (subject to red stop-bar at night) as the locals expect it and the book says to.

[deltahotel]

They have time based separation rather than distance, so you can be a lot closer to the ac ahead than you are used to.