Question for Luton
 

Flew in there yesterday just after the nasty weather had passed through, we were given radar vectors which really made our lives easy, however we were given a radar heading to intercept the RWY26 localizer at about 35-40 miles.

We work on the assumption that the localizer is good to 18 miles, so we basically followed the localizer with RNAV backup.

Can I ask what is the maximum range that you expect us to use the localizer within the UK?

Thanks

Off the top of my head, it's flight checked out to 20 miles

Use of any ILS is flight-safety critical. Either the thing is useable, or it is not. What is the DOC of the Luton 26 LOC? And what on earth is nats doing condoning its use outside the DOC if that is really what is happening?

NATS IAIP, AIC 12/2008, (Pink 134, - Safety), has all the details, although not specific to EGGW.

Although you may have been cleared to join the localiser I presume/hope you weren't cleared on the glide path until issued a descent to 3000ft.

Radar headings from that distance to intercept the localizer are quite common if you cut through Stansteds airspace rather than follow the STAR to Loral.

With that I'm assuming you were't cleared to descend on the Glidepath until you reported established on the Localizer for safety & noise abatement reasons.

Question for Luton
 

Likewise operated back into a very blustery Luton last night....

Essex put is on a heading upon release south of ABBOT to join the LOC at about 35 miles out. The UK LOC's are flight tested to 25nm, but obviously usable further out.

To be established on a LOC outside 25nm, above MSA and under radar control is perfectly safe and offering us, the 'customer' the most expeditious lateral profile - long may it remain!

I don't know what happens now but when I worked there early morning Heathrow inbounds would often join the LOC many miles out but always under radar control. E.g straight-ins from CLN.

30W says it all.We use the straight in on this heading to establish as the most convenient (both in terms of R/T and workload) method for us, and (as expressed by the 'customer':}) the most expeditious routing.

The aircraft is continuously radar monitored and separation is maintained vertically from other traffic if required.Descent instructions (ie,on the G/P) are not given until well inside the protected area and anyway either due to interaction with other SID/STAR profiles or to the CDA requirement are not given until virtually the corresponding descent point on the G/P.

Let our retired brethren rest easy that safety remains assured:hmm:

(edited to ensure HD knows this isn't aimed his way)

I can remember the days of Heathrow on easterlies when aircraft established on the ILS out west of Compton (the fan marker not the VOR!)