EGLL

Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06. Licensed to BRITISH AIRWAYS PLC, .
Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06.

Notice: After 7.12.2006 0901Z this chart should not be used without first checking JeppView or NOTAMs. Notice: After 7.12.2006 0901Z this chart should not be used without first checking JeppView or NOTAMs.
EGLL/LHR + JEPPESEN LONDON, UK EGLL/LHR + JEPPESEN LONDON, UK
HEATHROW
3 NOV 06 10-1P1 AIRPORT.BRIEFING HEATHROW
29 SEP 06 10-1P2 AIRPORT.BRIEFING
1. GENERAL 1. GENERAL
1.3.2. ARRIVAL 1.6.1.6. CODE E TWY TO STAND, OR TWY TO OBJECT SEPARATION
- Surface Movement Radar is normally available and all RWY exits will then be Separation of 156'/47.5m is not met on the following TWYs.
illuminated. Minimum clearance is 139'/42.5m.
Pilots should select the first convenient exit. TWY B from TWY F to TWY R, and TWY F to TWY K.
- Pilots are to delay the call ‘RWY vacated’ until ACFT has completely passed the All of TWY F.
end of the green/yellow colour coded TWY centerline lights. TWY E from TWY G to TWY B North.
TWY S from reporting point SY6 East to TWY W and South ABEAM stand RS1/2.
1.3.3. DEPARTURE
ATC will require departing ACFT to use the CAT III holding points listed below. Minimum clearance is 121'/37m.
However, other departure points may be used at ATC discretion in which case due TWY S from reporting point SY6 and TWY Z to the South.
allowance will be made by ATC for the necessary ILS protection. 1.6.1.7. RWY STOP BARS
- RWY 09L: A13. The RWY stop bars at N4E, N4W, N5W, S4 and S5 are not positioned perpendicular to
- RWY 09R: N11 and S7. the TWY centerline.
- RWY 27L: N2W, N2E, N3, S1S, S1N and S3.
- RWY 27R: A3W, A3E, A2, AY1, A4 and A5. 1.6.1.8. TWY GREEN CENTERLINE LIGHTS
The TWY green centerline lights have some omni-directional green light fittings to
assist ATC controllers.
1.4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM
HEATHROW APT is equipped with Mode S movement radar. Pilots must ensure that:
ACFT transponder is set to transmit Mode S signals, and associated Mode A code,
1.7. PARKING INFORMATION
from the commencement of push-back and after landing, continuously until ACFT is All stands except 170, 171, 192 thru 192R, 209L, 212L, 212R, 350, 354, 365, 463,
fully parked on stand. 542, 543, 553, 566, 590L, 590R and 594 thru 616 equipped with stand entry guidance
system.
1.5. RWY OPERATIONS Commanders of ‘heavy’ ACFT allocated to stands in cul-de-sacs are to keep all
1.5.1. RWY CROSSING PROCEDURE engines running (not with standing fuel economy measures), in order to reduce the
After crossing RWY 09R/27L and having reported RWY vacated, the ACFT will be necessity for high thrust levels on the remaining engines. Ideally the ACFT should be
instructed to revert to Ground for further clearance. In absence of further clearance kept moving to ensure breakaway power is not required however in all cases the
it is essential that ACFT holds position when clear of RWY. minimum power to comlete the manoeuvre safely must be applied.
1.6. TAXI PRPCEDURES A318, A319, B737-500 and B737-600 ACFT using stands 102, 103, 105, 109, 114, 116,
118, 120, 202 thru 204, 206, 208, 211, 213 and 310 must have the port engine fully
1.6.1. GROUND MOVEMENT RESTRICTIONS shut down before entering stands.
1.6.1.1. RESTRICTIONS TO LARGE ACFT
- Pilots of Code E ACFT must exercise caution when using TWY S between reporting
point SY6 and TWY Z as wingtip clearances to the South are minimal.
- TWY J has below Code E wingtip clearances for Code E ACFT allocated stands 123
and 125. Code E ACFT on stands 123, 125 and 127 are to push back onto the TWY B.
- All B747-400 ACFT on TWY Z must be under tow.
- A340-600 and B777-300 ACFT: It is recommended that flight crews use judgemental
steering at all times when manoeuvring on the TWYs.
These ACFT are not permitted to use the following routes:
- Exit 09L at A5 - TWY A - Left onto TWY K.
- PLUTO - TWY K - Left on TWY A - Left on Link 21.
- TWY K - PLUTO - Right onto Link 21.
- TWY A - Right on TWY F - Right on TWY B.
- Eastbound on TWY S - turning Right onto Link 41.
1.6.1.2. TWY B EAST OF LINK 32 TO TWY Q
MAX wingspan 157’/48m.
1.6.1.3. TWY ROUTE WEST ON TWY S - RIGHT TO S3/SB3
During DAY and good visibility only and MAX wingspan 91’/27.7m.
1.6.1.4. HOLDING IN LINK 27 and LINK 28
ACFT must ensure that they are positioned entirely within the block before shutting
down. B747 ACFT must move forward to a position where stop bar is just visible in
front of the nose from the normal flight deck seating position.
1.6.1.5. CODE E TWY - TWY SEPARATION
Separation of 262'/80m is not met as follows: TWYs A and B between TWY H and
TWY K, and TWY F and TWY R is 249'/76m.
CHANGES: None. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: New page. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06. Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06.
HEATHROW
29 SEP 06 10-1P3 AIRPORT.BRIEFING HEATHROW
29 SEP 06 10-1P4 AIRPORT.BRIEFING
2. ARRIVAL 2. ARRIVAL
2.1. SPEED RESTRICTIONS CONTINUOUS DESCENT APPROACH
Headings and flight levels/altitudes by ATC. ACFT will be radar vectored. An
Pilots should typically expect the following speed restrictions to be enforced:
estimate of track distance to touchdown will be passed with descent clearance.
- 220 KT from the holding facility during the initial approach phase;
Further distance information will be given between descent clearance and the
- 180 KT on base leg/closing heading to the final apch;
intercept heading to the ILS LOC.
- between 180 KT and 160 KT when established on the final apch;
On receipt of descent clearance descend at the rate best suited to a continuous
and thereafter 160 KT to D4.0.
descent so as to join the GS at the appropriate height for the distance without
These speeds are applied for ATC separation purposes and are mandatory.
recourse to level flight.
In the event of a new (non-speed related) ATC clearance being issued (e.g. an
instruction to descend on ILS), pilots shall continue to maintain a previously
allocated speed. All speed restrictions are to be flown as accurately as possible. 2.3. CAT II/III OPERATIONS
ACFT unable to conform to these speeds should inform ATC and state what speeds RWYs 09L/27R and 09R/27L approved for CAT II/III operations, special aircrew and
can be used. In the interests of accurate spacing, pilots are requested to comply ACFT certification required.
with speed adjustments as promptly as feasible within their own operational
constraints, advising ATC if circumstances necessitate a change of speed for ACFT 2.4. RWY OPERATIONS
performance reasons.
2.4.1. MINIMUM RWY OCCUPANCY TIME
Pilots are reminded that rapid exit from the landing RWY enables ATC to apply the
Cross Speed Limit Point or 3 MIN before holding facility at 250 KT or less.
minimum spacing on final approach that will achieve maximum RWY utilisation and
will minimize the occurrency of go-arounds.
2.2. NOISE ABATEMENT PROCEDURES
The following procedures may at any time be departed from to the extent necessary 2.4.2. RWY VACATION GUIDELINES
for avoiding immediate danger or for complying with ATC instructions. ACFT instructed to hold short of TWY A
Every operator of ACFT using the APT shall ensure at all times that ACFT are This means that the pilot should pull up the edge of the RWY Exit Board/stop bar, but
operated in a manner calculated to cause the least disturbance practicable in areas not enter the TWY.
surrounding the airport. ACFT lands but cannot contact HEATHROW Ground due to RTF congestion
In this case the pilot should completely vacate the landing RWY and taxi into the
An ACFT approaching to land shall according to its ATC clearance minimize noise first TWY available. The pilot should then hold position until contact with Ground
disturbance by the use of continuous descent and low power, low drag operating can be established.
procedures (see below).
Where the use is not practicable, ACFT shall maintain an altitude as high as 2.5. OTHER INFORMATION
possible.
2.5.1. GENERAL
Propeller-driven ACFT with MTOW above 5700 KGS and jet ACFT: WARNING: The possibility of building-induced turbulence and large windshear
ACFT approaching RWY 27L/R between 0600-2330LT and using the ILS shall not effects may occur when landing on RWY 27R in strong southerly / south westerly
descend below 2500' (Heathrow QNH) on GS before being established on LOC, nor winds.
thereafter fly below GS. ACFT approaching without ILS assistance shall follow a
descent path which will not result in its being at any time lower than the approach 2.5.2 ‘LAND AFTER’ PROCEDURE
path that would be followed by an ACFT using the ILS GS, and shall follow a track to Normally, only one ACFT is permitted to land or take-off on the RWY-in-use at any
intercept the extended RWY centerline at or above 2500'. one time. However, when the traffic sequence is two successive landing ACFT, the
ACFT approaching RWY 27L/R between 2330-0600LT and using the ILS shall not second one may be allowed to land before the first one has cleared the RWY-in-use,
descend below 3000' (Heathrow QNH) on GS before being established on LOC at not providing:
less than 10 NM from touchdown, nor thereafter fly below GS. ACFT approaching - The RWY is long enough;
without ILS assistance shall follow a descent path which will not result in its being - it is during daylight hours;
at any time lower than the approach path that would be followed by an ACFT using - the second ACFT will be able to see the first ACFT clearly and continuously until it
the ILS GS, and shall follow a track to intercept the extended RWY centerline at or is clear of the RWY;
above 3000'. - the second ACFT has been warned.
ACFT approaching RWY 09L/R between 0700-2300LT and using the ILS shall not
descend below 2500' (Heathrow QNH) on GS before being established on LOC, nor ATC will provide this warning by issuing the second ACFT with the instruction ‘Land
thereafter fly below GS. ACFT approaching without ILS assistance shall follow a after ... (first ACFT type)’ in place of the usual instruction "Cleared to land".
descent path which will not result in its being at any time lower than the approach Responsibility for ensuring adequate separation between the two ACFT rests with
path that would be followed by an ACFT using the ILS GS, and shall follow a track to the pilot of the second ACFT.
intercept the extended RWY centerline at or above 2500'.
ACFT approaching RWY 09L/R between 2300-0700LT and using the ILS shall not 2.5.3. SPECIAL LANDING PROCEDURES
Special landing procedures may be in force in conditions hereunder, when the use
descend below 3000' (Heathrow QNH) on GS before being established on LOC at not
will be as follows:
less than 10 NM from touchdown, nor thereafter fly below GS. ACFT approaching
- When the RWY-in-use is temporarily occupied by other traffic, landing clearance
without ILS assistance shall follow a descent path which will not result in its being
will be issued to an arriving ACFT provided that at the time the ACFT crosses the
at any time lower than the approach path that would be followed by an ACFT using
THR of the RWY-in-use the following separation distances will exist:
the ILS GS, and shall follow a track to intercept the extended RWY centerline at or
above 3000'.
- Landing following landing - The preceding landing ACFT will be clear of the
RWY-in-use or will be at least 2500m/1.35 NM from the THR of the RWY-in-use.
CHANGES: New page. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: New page. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
HEATHROW
29 SEP 06 10-1P5 AIRPORT.BRIEFING HEATHROW
3 NOV 06 10-1P6 AIRPORT.BRIEFING
2. ARRIVAL 3. DEPARTURE
- Landing following departure - The departing ACFT will be airborne and at 3.1. START-UP & PUSH-BACK PROCEDURES
least 2000m/1.1 NM from the threshold of the RWY-in-use, or if not airborne,
will be at least 2500m/1.35 NM from the THR of the RWY-in-use.
3.1.1. START-UP
On first contact with HEATHROW Delivery, pilots are to report ACFT type, stand
number, QNH and identification letter of received ATIS info.
- Reduced separation distances as follows will be used where both the preceding and
Between 0630-1400 LT and between 1500-2200 LT pilots of operators who have been
succeeding landing ACFT or both the landing and departing ACFT are propeller
briefed with regard to the correct phaseology may call for ATC clearance up to
driven and have a maximum total weight authorized not exceeding 5700 kg:
15 minutes prior to be fully ready for push-back. All other operators must be fully
- Landing following landing - The preceding ACFT will be clear of the RWY-in- ready before calling on frequency.
use or will be at least 1500m/0.8 NM from the THR of the RWY-in-use. Flight deck & ground crews must be in verbal contact.
- Landing following departure - The departing ACFT will be airborne or will be Ground crews are responsible to ensure that the area immediately behind an ACFT is
at least 1500m/0.8 NM from the THR of the RWY-in-use. clear of personnel, vehicles and equipment.
If an engine is required to be started on stand for operational reasons, the crews
- Conditions of Use must ensure that:
The procedures will be used by DAY only under the following conditions: - permission is obtained from ATC for the start.
- When the reported meteorological conditions are equal to or better than a - no other ACFT is on the TWY centerline or about to push-back onto the centerline,
visibility of 6 KM and a ceiling of 1000' and the air controller is satisfied that in the area behind the ACFT awaiting start.
the pilot of the next arriving ACFT will be able to observe continuously the - passengers are not boarding or disembarking via steps from an ACFT on an opposite
relevant traffic. stand.
- When both the preceding and succeeding ACFT are being operated in the normal Pilots are warned that start-up approval applies only to those engines which may be
manner. (Pilots are responsible for notifying ATC if they are operating their started up on stands.
ACFT in other than the normal manner). All jet ACFT are to advise ATC, if for any reason they are unable to accelerate after
- When the RWY is dry and free of all precipitants. noise abatement procedures to 250 KT.
- When the air controller is able to assess the separation either visually or by If within 30 min of a previously issued Calculated Take-off Time (CTOT) the flight is
means of aerodrome traffic monitor. unable to comply with that CTOT, the pilot should advise ATC as soon as possible.
Pilots are advised that delays in excess of 10 min can be expected at holding
When issuing a landing clearance following the application of these procedures position. Sufficient time should be allowed for start, push-back and taxi to take
ATC will issue the second ACFT with the following instructions: account of such a delay especially if required to comply with a Calculated Take-off
...... (call sign) after landing/departing Time (CTOT).
...... (ACFT Type) cleared to land
RWY ..... (designator). 3.1.2. PUSH-BACK
Following push-back from cul-de-sac stands, all ACFT must pull forward to a
minimum of 328'/100m from the blast screen (indicated by a painted mark on the
TWY centerline) before disconnecting the tug. Due to exhaust fume ingestion within
the buildings at the end of all cul-de-sacs, engine start-up must be delayed until the
ACFT has reached the 328'/100m mark.
Stands that currently affect baggage areas are 102, 104, 106, 117, 119, 121, 202,
204, 206, 211, 213, 324, 326, 328, 351, 353, 401, 402 and 403.
During the push-back manoeuvre, ACFT engine settings must not exceed idle power.
Push-back manoeuvres are to end with the ACFT aligned with TWY centerline.
Push-back approval must be obtained from HEATHROW Ground.
3.2. SPEED RESTRICTIONS
MAX 250 KT below FL100 unless otherwise authorized.
3.3. NOISE ABATEMENT PROCEDURES
3.3.1. GENERAL
The following procedures may at any time be departed from to the extent necessary
for avoiding immediate danger or for complying with ATC instructions.
Every operator of ACFT using the APT shall ensure at all times that ACFT are
operated in a manner calculated to cause the least disturbance practicable in areas
surrounding the airport.
After take-off operate ACFT so that it is at or above 1090' at 6.5 km from start of
roll as measured along the departure track and so that it will not cause more than:
- 94 dBA between 0700-2300LT,
- 89 dBA between 2300-2330LT and between 0600-0700LT,
- 87 dBA between 2330-0600LT
CHANGES: New page. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: None. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
3 NOV 06 10-1P7 29 SEP 06 10-1P8 AIRPORT.BRIEFING
HEATHROW AIRPORT.BRIEFING HEATHROW
3. DEPARTURE 3. DEPARTURE
at any noise monitoring terminal. Jet ACFT maintain a minimum climb gradient of
243' per NM (4%) to at least 4000' to ensure progressively decreasing noise levels
3.4. RUNWAY OPERATIONS
at points on the ground under the flight path beyond the monitoring terminal. 3.4.1. MINIMUM RWY OCCUPANCY TIME
On receipt of line up clearance pilots should ensure, commensurate with safety and
Noise preferential routing procedures applicable for all jet ACFT and other ACFT standard operating procedures, that they are able to taxi into the correct position at
with MTWA of more than 5700 KGS (between 0600-2330 LT of more than 17000 KGS the hold and line up on the RWY as soon as the preceding ACFT has commenced its
and except any Dash 7 ACFT) are depicted on London Heathrow SID charts and on take-off roll.
page 10-4.
3.3.2. NOISE QUOTA SYSTEM DURING NIGHT (2300-0700LT) Pilots who require to back-track the RWY (including line up from N2W onto RWY 27L)
Main restrictions are as follows: must notify ATC prior to arrival at the holding point.
- Night Period (2300-0700LT)
- Night Quota Period (2330-0600LT) 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.
ACFT movements will score against the quota as follows: Pilots should ensure that they are able to commence the take-off roll immediately
after take-off clearance is issued.
Noise Level Band (EPNdB) QUOTA Count
84 - 86.9 0.25 Pilots not able to comply with these requirements should notify ATC as soon as
87 - 89.9 0.5 possible once transferred to HEATHROW Tower.
90 - 92.9 1 3.4.2. RWY HOLDING AREAS
In good visibility an ATIS message will remind pilots that they remain responsible
93 - 95.9 2 for wing tip clearance.
96 - 98.9 4 In promulgated holding areas, flight crew will be expected to follow conditional
line-up clearances to maximize RWY utilization, which may entail overtaking and
99 - 101.9 8 passing other ACFT in the holding areas. It is stressed that during these manoeuvres,
more than 101.9 16 avoidance of other ACFT is the responsibility of the flight crew involved. If doubt
exists as to whether other ACFT can be overtaken then ATC must be informed that
Operators wishing to query the classification of their ACFT send details of the the conditional clearance that has been received cannot be complied with.
relevant noise data to:
At NIGHT, selectable reds and greens are used in the RWY 27L and 27R holding areas.
ACFT Certification Department
Air Worthiness Division
Civil Aviation Authority
2E Aviation House
Gatwick APT South
Gatwick
West Sussex RH6 0YR
Tel: +44 (0) 1293 573306/3309 during office hours.
In the event that the ACFT Certification Department is uncontactable, the Heathrow
Flight Evaluation Office may be contacted during normal working hours on Heathrow
+44 (0) 20 8757 0340.
CHANGES: Noise quota system. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: New page. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
EGLL/LHR + JEPPESEN LONDON, UK JEPPESEN LONDON, UK
HEATHROW
3 NOV 06 10-1P AIRPORT.BRIEFING
EGLL/LHR 10-2
HEATHROW 3 NOV 06 .STAR.
1. GENERAL *D-ATIS Apt Elev Alt Set: hPa
113.75 115.1 128.07 83' Trans level: By ATC Trans alt: 6000'
1.1. ATIS
* D-ATIS Arrival 113.75 115.1 128.07 BIGGIN THREE BRAVO (BIG 3B), BIGGIN THREE CHARLIE (BIG 3C)
2300'
* D-ATIS Departure 121.85 BIGGIN THREE DELTA (BIG 3D) 2, BIGGIN ONE ECHO (BIG 1E)2
MSA
ARP
BIGGIN ONE FOXTROT (BIG 1F) 180^ 360^
1.2. NOISE ABATEMENT PROCEDURES ARRIVALS
2100'
N51 44.9 E001 36.7
WHEN BIG VOR UNSERVICEABLE USE WEALD 3B, 3C, 3D, 1E, 1F 1
1.2.1. GENERAL DURING PERIODS OF CONGESTION TRAFFIC MAY BE ROUTED
The following procedures may at any time be departed from to the extent necessary VIA OCK 1G AS DIRECTED BY ATC
for avoiding immediate danger or for complying with ATC instructions. NOT TO BE USED FOR FLIGHT PLANNING PURPOSES
LOGAN
Every operator of ACFT using the APT shall ensure at all times that ACFT are
N51 00.0 E000 52.7

114.05 LYD
operated in a manner calculated to cause the least disturbance practicable in areas
LYD
surrounding the APT. 1E
N50 34.5 E001 13.5

43 C C
LYDD
D E
AL 1 37^
13 2G 3D 3
1.2.2. PREFERENTIAL RUNWAY SYSTEM 2 6 E G
^
BI AL
W I
When tailwind component is not greater than 5 KT on RWYs 27R/L, these RWYs will D4 1 2 B 21
E
N51 09.8 E001 21.6
W
be used in preference to RWYs 09R/L, provided the RWY surface is dry.
114.95 DVR
D
1
E001 04.1
ALESO
DVR
N51 03.9
Pilots asking for permission to use the RWY into the wind when RWYs 27R or 27L are
SANDY
E000 55.5
N51 27.0
40
DOVER
5
TANET
in use, should understand that their arrival or departure may be delayed. D2 1
D
FL
KOPUL
E001 08.2
N51 32.5
10
D42 94^
20^
3
X
8
D2
1.2.3. REVERSE THRUST MA 3 40
^
^
2
^
63
Avoid use of reverse thrust between 2330-0600LT except for safety reasons. 140
1^
L1
317
R0
EF
D
13
1.2.4. RUN-UP TESTS 15 OV
3B
BIG FL90
AB
1F
Run-up tests are controlled in accordance with instructions issued by Heathrow APT ^ LD
MAA30
140
NOT TO SCALE
^
N51 38.8 E000 09.1
N51 18.2 E000 35.8

57 42 EA
285^
LTD.
115.6 LAM
R0
117.3 DET
W
LAM
LAMBOURNE
,1
DET
C
DETLING
1.2.5. CONTROL OF GROUND NOISE AT TERMINAL 4 3B
BIG73
- Running of engines prohibited, other than taxiing to, from or onto stands G
1
BI
D
276^
404 thru 412, between 2330-0630LT.
- Taxiing to or from Terminal 4 between 2300-0700LT is prohibited on TWY S West of
E000 14.6
10 2
D
D
N51 20.1
N51 04.0 E000 26.4

SLP
D12 BIG
TIGER
OVER TIGER
Apron V or thru Link A to SB1 and reverse. D2
HILLY
^
R096^ 21
318
3 ^ 12
HOLDING
In addition no ACFT is permitted to taxi to or from stands on Apron V or stands
401 thru 403 and 461 thru 463. D ^
19
318
R114
03^
12 ^
- Except on stands 404 thru 412 no APUs may be operated between 2330-0630LT. 138
SLP
D12 BIG
172^ 2 BIG 3 3D D
12300 3
- Other than routine servicing of ACFT on turnaround, no maintenance work which LD
1 WEA ^
^
involves running of engines is permitted on Terminal site at any time. 8
R13
70
1.2.6. NIGHTTIME RESTRICTIONS
without ATC clearance.

Do not proceed beyond
N51 18.2 E000 35.8
N51 03.9
E001 04.1
SANDY
Any ACFT which has a noise classification greater than 95.9 EPNdB may not be
117.3 DET
^
311
scheduled to take-off or land between 2330-0600LT.
DETDETLING
^ D8
BIG/WEALD
WARNING
D
Any ACFT which has a noise classification greater than 98.9 EPNdB may not
N51 19.9 E000 02.1
BIG VOR unserviceable
N51 00.0 E000 52.7 F D
063
WEALD 3D [WEAL3D]
114.05 LYD WEA 3

WEALD 3C [WEAL3C]
[WEAL3B]
WEALD 1F [WEAL1F]
WEALD 1E [WEAL1E]
(WEALD 1)
- be scheduled to take-off or land between 2300-0700LT,
L
2
115.1 BIG
BIG
- take-off between 2300-0700LT, except between 2300-2330LT when
To be used when
1
D
BIGGIN
- it was scheduled to take-off prior to 2300LT,
- take-off was delayed for reasons beyond control of the ACFT operator,
1^
LYD
R13
1 WEALD 3B
- APT authority has not given notice to the ACFT operator precluding take-off.
D
Any ACFT may not take-off or be scheduled to land between 2300-0700LT where the
LYDD
285^
operator of that ACFT has not provided (prior to its take-off or prior to its scheduled
N51 20.1 E000 14.6
WEALD 277^
landing times as appropriate) sufficient information to enable the APT authority to
D1 7
D
verify its noise classification.
3 Aircraft will be instructed by ATC

WILL BE AS DIRECTED BY ATC.
used for flight planning purposes.

BIG 3C, 3D, 1E, 1F: As directed
ACTUAL DESCENT CLEARANCE
None of the provisions of this notice shall apply to a take-off or landing which is
2 As directed by ATC, not to be
1E, 1F
, 3 L D 9^
E000 26.4
N51 04.0
made in an emergency consisting of an immediate danger to life or health, whether
by ATC
TIGER
Speed Limit Point
HILLY
21
to fly the appropriate FL.
3B EA 31
DESCENT PLANNING
Pilots should plan for possible
human or animal.
descent clearance as follows:

BIG 3B: FL150 by TIGER
W 2
D
C
19
2
1.3. LOW VISIBILITY PROCEDURES (LVP) 172^ 3D
WEALD
ATC 0^
By
1.3.1. GENERAL
3 32
During CAT II and III operations, special ATC Low Visibility Procedures will be 00 37
N51 38.8 E000 09.1

70 32/
115.6 LAM
applied. LVP will come in force when RVR is less than 600m and ceiling is 200' or
LAM
LAMBOURNE
D
SLP
less. Pilots will be informed when these procedures are in operation via ATIS or RTF.
WEALD
N51 19.9
2
E000 02.1
BN BN1N13.75
D3
^
40
R1
D
CHANGES: Nighttime restrictions. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: Radials updated; runway layout. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED.
EGLL/LHR JEPPESEN LONDON, UK EGLL/LHR JEPPESEN LONDON, UK
HEATHROW 3 NOV 06 10-2A .STAR. HEATHROW 3 NOV 06 10-2B .STAR.
Alt Set: hPa *D-ATIS Apt Elev Alt Set: hPa
180^
*D-ATIS Apt Elev

113.75 115.1 128.07 83'
Trans level: By ATC 113.75 115.1 128.07 83' Trans level: By ATC Trans alt: 6000'
Trans alt: 6000'
2100' 2300'
LAMBOURNE THREE ALFA (LAM 3A)
2300'
BOVINGDON THREE ALFA (BNN 3A) ARRIVAL
MSA
ARP
360^
BOVINGDON ONE CHARLIE (BNN 1C) WHEN LAM VOR UNSERVICEABLE USE TAWNY 3A 1 180^ 360^
2100'
MSA
BOVINGDON ONE DELTA (BNN 1D) 2 ARP DURING PERIODS OF CONGESTION TRAFFIC MAY BE ROUTED VIA
BOVINGDON ONE ECHO (BNN 1E) 2 BIG 3D, BIG 1E, BNN 1E & OCK 1H AS DIRECTED BY ATC
MAA
.R.LFL90
.R.NF6L90
NOT TO BE USED FOR FLIGHT PLANNING PURPOSES

ARRIVALS
10

FL14
WHEN BNN VOR UNSERVICEABLE USE

15
1 BOVVA 3A, 1C, 1D, 1E

0
NOT TO SCALE
WARNING
BELL200
14 FL200
291^
F
OW
LAM
MHBy A
9^
E001 36.7
A TC
N51 44.9
LOGAN
NOT TO SCALE
329
AT 47
LAM 3A3AD5 D18 TC

/25
^
A
A
FL7
By
WARNING
329
DTY
DAVENTRY Do not proceed beyond
^
14 D
TOBID
11 ^
D
116.4 DTY
^ 8
BNN/BOVVA
EG(D)-138B
5
N52 13.0
3
R111 D1
266^
W001 28.0 without ATC clearance.
331
HONHON
N52 10.8 W001 06.8
151
HONILEY
^
D
113.65
^
1 TAWNY
2 As directed by ATC,
2
N52 21.4 W001 39.8
20
not to be used for flight
168^
Pilots should plan for possible descent

N51 50.9 E001 08.9
Planned at or above FL300 and all air-

3 Aircraft will be instructed by ATC

1
planning purposes.
2 Due to proximity of EG(D)-138 do

not fly south of track Abeam CLN
114.55 CLN

BNOVV
B
2 1 3A 3A
CLN
3 Aircraft will be instruc-
WCO WESTCOTT
1B
EG(D)-138A
FL250 by LOGAN (Aircraft Flight
FL220 by LOGAN (Aircraft Flight

N A
CLACTON
Speed Limit Point

ted by ATC to fly the
DESCENT PLANNING
BNV
335 WCO
to fly the appropriate FL.

O V
appropriate FL.
D3
20 1C
D8
N A 1C
198^
2
N51 51.2 W000 57.8
Planned at or below FL290);

DESCENT PLANNING SLP
By ATC D35
Pilots should plan for (BOVVA 1)
D
SOPIT
craft via airway UP 7);

BNNBNN
possible descent clearance N51 57.5 BOVINGDON
clearance as follows:
E001 05.0
N51 42.8
MAX FL170
TRIPO
D
8
as follows: W001 06.4

113.75
FL150 by SABER.
BNN 3A: FL200 by TOBID,
until BRASO.
FL150 by SOPIT. 119 N51 43.6 W000 33.0
^ 17
LAM
LAMBOURNE
N51 42.2
N51 41.1 E000 57.0
SABER
SLP
ACTUAL DESCENT D
115.6 LAM
CLEARANCE WILL BE AS
D3 0
E000 41.0 10
DIRECTED BY ATC. R29 1 N51 38.8 E000 09.1
MHA FL180
MAX FL240
9^ 19
^
AT C
SLP Speed Limit Point DONNA
BRASO
N51 42.0 W000 44.6
By
(LAM D33) 33
^
R25370299^ 2 BN 278^
12 1 BOVVNA1E
MAXAFLFL180
0
3 0
280^
240
1E
100^ D30
8
SLP
E000 41.0
D12 LAM
N51 41.1
LAM VOR unserviceable
C
BRASO
D12 BNN
MH
24
By AT
SLP
1D
To be used when
NN 1D
2 BOVVA
1 TAWNY 3A
[TAWN3A]
1B
12
073^
KENET
266^
N51 31.2 W001 27.3
0^ D30
R086^
WCO
2520
WESTCOTT HOLDINGS OVER WCO
1 BOVVA 3A [BOVA3A]
7000 3
335 WCO BOVVA 1C [BOVA1C]
N51 45.0 W000 06.4
30
BOVVA 1D [BOVA1D]
D2B5y ATC
N51 51.2 W000 57.8
BPK
50
117.5 BPK
3
R100^
FL1 ^
BROOKMANS
/D
BOVVA 1E [BOVA1E]
MAX 190
000
N51 29.2 W000 28.0

To be used when
PARK
119^
113.6 LON
7
BNN VOR unserviceable
LON
140
LONDON
010^
17
LAM
B
TAWNY
O
^
LAMBOURNE
D3
N51 38.8 E000 09.1

VVA 3
5
BOVVA D
115.6 LAM
2/ 0 3
^ 2
A, 1
N51 45.0 W000 06.4
R 070 D
70
N51 43.6
37
C
BPK
117.5 BPK
0
W000 33.0 N51 38.8 E000 09.1
N51 38.8 E000 09.1
BROOKMANS
(TAWNY 1)
D
D
115.6 LAM
DONNA By ATC
LAM
ME
D3
LAMBOURNE
PARK
N51 42.0 W000 44.6 33
BOVVA 27 D
15H5A^ FL16
M
36
1E
By ATC BNN Do not exceed
1D 278^
R3 2
VA
BIG
BIGGIN BNN 27 DME
073^ BOBVy ATC
D
0^
D
115.1 BIG
335
D
0
KENET
^
N51 31.2 W001 27.3 N51 19.9 E000 02.1
CHANGES: Runway layout. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED. CHANGES: Radials updated; runway layout. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED.
HEATHROW 3 NOV 06 10-2C .STAR. HEATHROW 23 JUN 06 10-2D .Eff.6.Jul. .STAR.
*D-ATIS Apt Elev Alt Set: hPa
180^
*D-ATIS Apt Elev Alt Set: hPa

113.75 115.1 128.07 83'
Trans level: By ATC 113.75 115.1 128.07 83' Trans level: By ATC Trans alt: 6000'
Trans alt: 6000'
2100' 2300'
2300'
OCKHAM ONE GOLF (OCK 1G) OCKHAM THREE BRAVO (OCK 3B)
MSA
360^
ARP
OCKHAM ONE HOTEL (OCK 1H) 180^ 360^ OCKHAM ONE CHARLIE (OCK 1C)
2100'
MSA
ARRIVALS ARP OCKHAM ONE ECHO (OCK 1E)
FROM NORTHEAST & EAST ARRIVALS
STARS ARE TO FACILITATE THE TRANSFER OF ^
TRAFFIC BETWEEN TERMINAL HOLDING FACILITIES 152 000 2
^
332 FROM SOUTH & SOUTHWEST
NOT TO SCALE
7 WHEN OCK VOR UNSERVICEABLE USE
AND ARE FOR USE ONLY AS DIRECTED BY ATC TOMMO 3B, 1C, 1E 1
NOT TO BE USED FOR FLIGHT PLANNING PURPOSES
1^
R23
WHEN OCK VOR UNSERVICEABLE USE TOMMO 1G, 1H1
D12 OCK
N51 03.2 W000 37.5
N50 51.3 W000 45.4

LAM
LAMBOURNE
GWC 114.75 GWC

D
115.6 LAM
114.0 MID
^
12
218
GOODWOOD
SLP
MID
MIDHURST
N51 18.3 W000 26.8
N51 38.8 E000 09.1
OCK
N51 29.2 W000 28.0
115.3 OCK
K 1E
LON
OCKHAM
113.6 LON

OC1C,
LONDON
OCK/TOMMO
,
^ 3B
WARNING
051R261^
D
15
D
^
16
D14
R2
SF
D
1H
5
OC 27
2 Aircraft will be instructed by D3

OCK
K
117.0
OCKHAM FL.
OCK 1E: FL180 10 NM before BEGTO,

ATC to fly the appropriate
holding facility at 250 KT or less.
SFD
N50 45.8 W001 14.1

D
115.3 OCK
W000 59.1
N51 00.3
HAZEL
Cross SLP or 3 MIN before
SLP Speed Limit Point

N51 18.3 W000 26.8
SPEED RESTRICTION
DESCENT PLANNING
OCK 3B, 1C: FL130 by HAZEL,
D52 R272^
256^
OCK 1C 1C
1E
FL130 by HAZEL.
BEGTO
OE
TOMMO
MM 1
N50 31.2 W001 20.0

TO CK 7
256^
14
1 O 1
152 00 2
D19
clearance as follows:
3B
^
12 6^
N50 57.3 W001 20.7

70
R107^
1
1G 03 MO B
113.35 SAM
7 OCK
SOUTHAMPTON
D OM K 3
(SAM D26)
SAM
1T
KATHY
W001 20.5
28 7 ^ OC 32
N50 48.3
081^
OLGUD
272^
BIG
BIGGIN
332
DORKI D 6^
N51 16.6 W000 15.9 115.1 BIG 21 ^
0 27
^
D9 9 D18 C
N51 19.9 E000 02.1 R182^ AT
D
NOT TO SCALE By ATC By
6
.R. N 86 002^
N50 39.8 W001 20.2

0
ELDER
(LON D59)
10
15 0
FL 1 1
00 6^
N50 45.5 1TOMMO 1E before

X FL
BEGTO
D74 OCK 1E 10 NM
1 TOMMO 1G [TOMO1G] FLM1AA 66
03 5
R8
MA A
N51 19.9 E000 02.1

TOMMO 1H [TOMO1H] 9/ MH
1 TOMMO 3B [TOMO3B], TOMMO 1C [TOMO1C]

D
115.1 BIG
To be used when
BIG
N
150
OCK VOR unserviceable LO
To be used when OCK VOR unserviceable
BIGGIN
R268^
A FL
TOMMO
LAM
LAMBOURNE
D41 R265^12
7^
D15
W000 21.8
D
MA
By ATC
115.6 LAM 22
N51 18.9
27
D
TOMMO 1E [TOMO1E]
N51 38.8 E000 09.1
2 Aircraft will be instructed

7000 2
by ATC to fly the appro-

H
28 O 1
12 088^
W001 48.6
BEWLI
MM
TOMMO TO
By ATC
WARNING
D48
N51 18.9
W000 21.8 Do not proceed beyond 6^
D27
089^
R21
092^ 085^
OCK/TOMMO
N51 00.3 W000 59.1
priate FL.
R268^
089^ D15 255^ without ATC clearance. 4
27
D1
N50 50.1
W002 01.1
088^ 7000 2 1E
TARAN
N51 29.2 W000 28.0
C,
D101
13
7 21 1G DESCENT PLANNING , 1 MO
W000 40.1
N51 18.1
FIMLI
LON 113.6 LON
5 O Pilots should plan for possible des- 3 B TO M 1 10
D3 TOM
M 2
HAZEL
LONDON
cent clearance as follows: ^
BIG 036
W002 31.1
N50 45.0
BIGGIN
(SAM D46)
GIBSO
D OCK 1G: FL150 by TIGER; 5
D 115.1 BIG OCK 1H: FL150 by SABER. D3
R80
FL16
HOGBA
N51 19.9 E000 02.1 ACTUAL DESCENT CLEARANCE
N51 13.7 W000 29.7 WILL BE AS DIRECTED BY ATC.
D
CHANGES: Radials updated; runway layout. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED. CHANGES: None. | JEPPESEN SANDERSON, INC., 2003, 2004. ALL RIGHTS RESERVED.
HEATHROW 23 JUN 06 10-2E .Eff.6.Jul. .STAR. HEATHROW 18 NOV 05 10-2F .Eff.24.Nov. .INITIAL.APPROACH.
Alt Set: hPa Alt Set: hPa Trans level: By ATC Trans alt: 6000'
180^
*D-ATIS Apt Elev

Trans level: By ATC 1. Minimum holding level (Flight Level Equivalent of 7000') is above TA
113.75 115.1 128.07 83' Trans alt: 6000'
*ATIS
and will be allocated by ATC. 2. Initial approach procedures are
2100' 2300'
113.75 Apt Elev
designed for manoeuvring speeds up to 220 KT TAS and assume acft
115.1 83'
HON
HONILEY can maintain a descent gradient of approximately 320' per NM.
D
113.65 HON OCKHAM ONE ALFA (OCK 1A) 128.07 3. Continuous descent approach should be used whenever practicable
360^
N52 21.4 W001 39.8 OCKHAM ONE DELTA (OCK 1D) unless otherwise instructed by ATC. Procedure design is compatible
with 3^ descent path from 6000'.
MSA
OCKHAM ONE FOXTROT (OCK 1F) ARP
^
RWYS 09L/R, 27L/R
303
2300'
ARRIVALS
N51 19.9 E000 02.1

INITIAL APPROACH PROCEDURES
0
700
FROM WEST & NORTHWEST
MSA
ARP
115.1 BIG
^
BIG
123
180^ 360^
WHEN OCK VOR UNSERVICEABLE USE WITHOUT RADAR CONTROL
BIGGIN
155
2100'
(IAF)
TOMMO 1A, 1D, 1F 1 FROM BIG TO ILS
^
277^
275^
NOT TO SCALE
3500'
3000'
D
2 Aircraft will be in-
1
OCOMMATC
T By
structed by ATC to
62 1D 1D
At or above
Descend to
SPEED RESTRICTION
K O
fly the appropriate FL.
ME
3 During periods of con- Cross SLP or 3 MIN before
9D
gestion in the London holding facility at 250 KT or less.
9
TMA, traffic may be SLP Speed Limit Point
N51 20.3 W000 12.2

CPTCPT
3000'
Descend to
required to hold at COMPTON
^
2500'
D
LON
303
OKESI.
6
114.35 LONDON
272^1
D10 ILL
D
15
113.6 LON
272^
N51 29.5 W001 13.2
WOD
180 KT
WOODLEY
At
N51 29.2 W000 28.0
MAX
KENET 352 WOD
D9 BIG
093^
N51 31.2
295^
W001 27.3
D10 IRR
N51 27.2 W000 52.7
279^
3000'
Descend to
D37
2500'
NOT TO SCALE
276^
2.5
2.5
286^ 112
^
At
106^ D31.7 D4
268^ 0
D7.5 ILL
(FAF)
2500'
122
(FAF)
D7.5 IRR
At
2
2500'
OC 8
OCK
OKESI
^
6000'
K1 OCKHAM
6
3500'
At
N51 26.6 W002 03.7 D
MNM HLDG LVL

6000'
A 115.3 OCK
26
WARNING N51 18.3 W000 26.8
Descend to
At or above
Descend to
SLP
at or above
OCK/TOMMO D12 OCK
*110.3 IRR
ILL *109.5 ILL

IRR
12
By
ILS DME
ILS DME
12
A
TC
SEE APPROACH CHARTS

DESCENT PLANNING SLP
FOR FINAL APPROACH

D12 OCK
At
R3
R2 9
02
clearance as follows: D27 15 2^
152 0 0 2 2 ^
^
OCK 1A, 1F: FL140 by 40 NM before OCK NIGIT 12
^
OCK 1F R274^
70 33
OCK 1D: As directed by ATC N51 18.8 094^ SLP
ACTUAL DESCENT CLEARANCE W001 10.3 3
*110.3 IAA
D12 OCK
*109.5 IBB
IBB
MNM HLDG LVL

IAA ILS DME
6000'
ILS DME
1 TOMMO 1A [TOMO1A], TOMMO 1D [TOMO1D]
Descend to
TOMMO 1F [TOMO1F]
155
at or above
To be used when OCK VOR unserviceable.
^
D
HONHONILEY
D7.5 IBB
113.65 HON
D26 BIG
2500'
D7.5 IAA
N50 51.3 W000 45.4

2500'
WOD LON
At
114.75 GWC
(FAF)
N52 21.4 W001 39.8 WOODLEY LONDON
At
GWC
At
D
352 WOD
(FAF)
TO By
113.6 LON
GOODWOOD
KENET
N51 31.2
62 1D
M M AT
3500'
N51 27.2 W000 52.7 N51 29.2 W000 28.0
3000'
W001 27.3
OC
N51 26.3 W000 47.4

(LON R-276/
6000'
3500'
D
3000'
Descend to
D37)
104^
N51 22.2 W000 44.0

2500'
9
At or above
Descend to
D10 IBB
Descend to
D
TOMM R284^
2.5
2.5
D35 GWC
At or above
at or above
O 1A 111^
At
D29 BIG
34
B
D10 IAA
TOMMO
3 092^
CPTCPT IG
22
3000'
Descend to
COMPTON
092^
2500'
D N51 18.9
114.35 NIGIT D W000 21.8
N51 18.8 093^ 30 BIG
R268^ .1
4
N51 29.5 W001 13.2 6
W001 10.3 115 001^
At
TOMMO 1F D15
088^ 7000 2
CHANGES: Ballnote 3 revised. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED. CHANGES: New chart. | JEPPESEN SANDERSON, INC., 2005. ALL RIGHTS RESERVED.
HEATHROW 18 NOV 05 10-2G .Eff.24.Nov. .INITIAL.APPROACH. HEATHROW 3 FEB 06 10-2H .INITIAL.APPROACH.
Alt Set: hPa Trans level: By ATC Trans alt: 6000' Alt Set: hPa Trans level: By ATC Trans alt: 6000'
*ATIS
1. Minimum holding level (Flight Level Equivalent of 7000') is above TA *ATIS
1. Minimum holding level (Flight Level Equivalent of 7000') is above TA
and will be allocated by ATC. 2. Initial approach procedures are and will be allocated by ATC. 2. Initial approach procedures are
113.75 Apt Elev
designed for manoeuvring speeds up to 220 KT TAS and assume acft 113.75 Apt Elev
designed for manoeuvring speeds up to 220 KT TAS and assume acft
115.1 83' can maintain a descent gradient of approximately 320' per NM. 115.1 83' can maintain a descent gradient of approximately 320' per NM.
128.07 3. Continuous descent approach should be used whenever practicable 128.07 3. Continuous descent approach should be used whenever practicable
unless otherwise instructed by ATC. Procedure design is compatible unless otherwise instructed by ATC. Procedure design is compatible
with 3^ descent path from 6000'. with 3^ descent path from 6000'.
266^
RWYS 09L/R, 27L/R RWYS 09L/R, 27L/R
2300'
2300'
INITIAL APPROACH PROCEDURES INITIAL APPROACH PROCEDURES
MSA
MSA
ARP
ARP
7000
360^ 360^
NOT TO SCALE
180^ 180^
WITHOUT RADAR CONTROL
NOT TO SCALE
WITHOUT RADAR CONTROL
086^
2100'
2100'
FROM BNN TO ILS FROM LAM TO ILS
N51 38.8 E000 09.1
275^
268^
115.6 LAM
N51 38.8 E000 09.1

180 KT
W000 08.5
D19 BNN
LAMBOURNE
180 KT
LAM
115.6 LAM
At or above
W000 08.5
MAX
D19 BNN
N51 32.3
Descend to
At or above
MAX
LAMBOURNE
N51 32.3
LAM
Descend to
3500'
3000'
SEE APPROACH CHARTS
3500'
FOR FINAL APPROACH
3000'
6000'
(IAF)
3500'
11
D
At or above
D
Descend to
6
3000'
Descend to
4^
3000'
272^
D15 BNN
Descend to
2500'
4^
272^
13
7
272^
2500'
13
D10 ILL
7
272^
D10 ILL
At
4
At
N51 39.1 W000 08.6
D11 LAM
D10 IRR
MNM HLDG LVL

6000'
3000'
Descend to
D10 IRR
2.5
9
2.5
3000'
MNM HLDG LVL
Descend to
6000'
2500'
2.5
2.5
E
DM
2500'
Descend to
15
Descend to
at or above
At
D7.5 ILL
(FAF)
At
2500'
at or above
D7.5 ILL
(FAF)
4
2500'
^
At
129
(FAF)
At
D7.5 IRR
2500'
D11 BNN
(FAF)
D7.5 IRR
2500'
At
At
At
6000'
3500'
At
30
Descend to
*110.3 IRR
*109.5 ILL
At or above
at or above
*110.3 IRR
IRR
ILL
N51 43.6 W000 33.0
N51 43.6 W000 33.0
*109.5 ILL
IRR
ILS DME
ILL
ILS DME
113.75 BNN
ILS DME
113.75 BNN
ILS DME
BOVINGDON
BNN
BOVINGDON
BNN
11
(IAF)
MNM HLDG LVL

6000'
D
D
*110.3 IAA
*109.5 IBB
*110.3 IAA
*109.5 IBB
IBB
IAA ILS DME
IBB
Descend to
ILS DME
IAA ILS DME
ILS DME
^
at or above
129
268^
MNM HLDG LVL

6000'
5 D30 LAM
180^
Descend to
^
D7.5 IBB
299
6
0
N51 38.6 W000 32.6

D5 BNN
at or above
At
2500'
D7.5 IBB
700
D7.5 IAA
MNM HLDG LVL
2500'
D7.5 IAA
2500'
At
N50 51.3 W000 45.4

(FAF)
2500'
^
At
114.75 GWC
(FAF)
N50 51.3 W000 45.4

D30 LAM
At
119
(FAF)
GWC
114.75 GWC
At
(FAF)
SEE APPROACH CHARTS
GWC
GOODWOOD
FOR FINAL APPROACH
GOODWOOD
At
At
3500'
3000'
Descend to
3000'
3500'
3000'
Descend to
2500'
3000'
D10 IAA
N51 30.2 W000 47.6
2500'
N51 30.2 W000 47.6
D10 IAA
092^
D
2.5
2.5
4
092^
D
2.5
2.5
4
At
At or above
Descend to
N51 35.6 W000 45.2

D34 LAM
At
N51 35.6 W000 45.2
D34 LAM
D10 IBB
At or above
6000'
3500'
Descend to
6000'
D10 IBB
3500'
3000'
Descend to
D39 GWC
3000'
Descend to
D39 GWC
2500'
2500'
092^
092^
Descend to
Descend to
At or above
at or above
At
At or above
at or above
At
4
4
4
4
7 R001^ 7 R001^
181^ 181^
CHANGES: New chart. | JEPPESEN SANDERSON, INC., 2005. ALL RIGHTS RESERVED. CHANGES: None. | JEPPESEN SANDERSON, INC., 2005. ALL RIGHTS RESERVED.
HEATHROW 3 FEB 06 10-2J .INITIAL.APPROACH. HEATHROW 30 DEC 05 10-3 .SID.
Alt Set: hPa Trans level: By ATC Trans alt: 6000' Trans level: By ATC Trans alt: 6000'
180^
*ATIS
1. Minimum holding level (Flight Level Equivalent of 7000') is above TA 1. SIDs include noise preferential routes (refer
and will be allocated by ATC. 2. Initial approach procedures are LONDON Control Apt Elev to 10-4B). 2. Initial climb straight ahead to 590'.
113.75 Apt Elev
designed for manoeuvring speeds up to 220 KT TAS and assume acft 118.82 83' 3. Cruising levels will be issued after take-off 2100' 2300'
115.1 83' can maintain a descent gradient of approximately 320' per NM. by LONDON Control. 4. Do not climb above SID
128.07 3. Continuous descent approach should be used whenever practicable levels until instructed by ATC.
360^
unless otherwise instructed by ATC. Procedure design is compatible
with 3^ descent path from 6000'.
BROOKMANS PARK SIX FOXTROT (BPK 6F) MSA
ARP
RWYS 09L/R, 27L/R
2300'
BROOKMANS PARK SIX GOLF (BPK 6G)

INITIAL APPROACH PROCEDURES RWYS 27R/L DEPARTURES
MSA
ARP
180^ 360^
WITHOUT RADAR CONTROL SPEED: MAX 250 KT BELOW FL100
2100'
FROM OCK TO ILS UNLESS OTHERWISE AUTHORISED

NOT TO SCALE
3500'
3000'
N51 21.5 W000 08.4

At or above
Descend to
6^
360^ R24
D12 OCK
WARNING: Due to interaction with

other routes do not climb above
6000' until cleared by ATC.
^
3000'
Descend to
065
17
2500'
MNM HLDG LVL
BROOKMANS
6000'
10
BPK
D10 ILL
PARK
272^ 10
D
1
117.5 BPK
At
Descend to
^
066 N51 45.0 W000 06.4
at or above
D10 IRR
At 6000'
3000'
Descend to
D11 OCK
272^
6000'
3500'
2500'
D7 OCK
2.5
2.5
Above 4
Descend to
At
4000'
CHT
At
CHILTERN
At or above
at or above
277 CHT
D7.5 ILL
(FAF)
2500'
(FAF)
D7.5 IRR
At
N51 37.4 W000 31.1

2500'
^
At
056
31
8^
7 Above
3500'
SEE APPROACH CHARTS
FOR FINAL APPROACH
*110.3 IRR
*109.5 ILL
300
ILL
IRR
ILS DME
ILS DME
^ NOT TO SCALE
077^
^
6
332
^
152 00
N51 18.3 W000 26.8

OCK 115.3 OCK
70
OCKHAM
D6 LON
(IAF)
N51 30.2 W000 37.5
MNM HLDG LVL

6000'
290^
*110.3 IAA
*109.5 IBB 2
LON
Descend to
IBB
IAA ILS DME
LONDON
ILS DME
D
D
BUR
113.6 LON
at or above
BURNHAM
421 BUR D4 LON
1
3 N51 29.2 W000 28.0
BPK 6F
D8 OCK
N51 31.1 W000 40.6 D3 LON
BP 301^ 2
8
K6
At
D7.5 IBB
2500'
G
D7.5 IAA
N50 51.3 W000 45.4

2500'
At
(FAF)
114.75 GWC
GWC
At
(FAF)
GOODWOOD
3500'
3000'
N51 26.3 W000 47.4
3000' Cross appropriate Noise Monitoring Terminal
Descend to
6000'
3500'
2500'
(refer to chart 10-4B) at or above 1090',
N51 21.8 W000 45.1

At or above
D10 IBB
Descend to
D
thereafter maintain a minimum climb gradient Gnd speed-KT 75 100 150 200 250 300
Descend to
2.5
2.5
D35 GWC
of
4
At
243' per NM 304 405 608 810 1013 1215
At or above
at or above
243' per NM (4%) up to 4000'.
D12 OCK
SID RWY ROUTING
D10 IAA
3 092^
3000'
Descend to
BPK 6F 27R Straight ahead, intercept 301^ bearing towards BUR by D4 LON to D6 LON,
092^
2500'
turn RIGHT, intercept 056^ bearing to CHT, turn RIGHT, intercept BPK
R-246 inbound to BPK.
4
5 001^
At
BPK 6G 27L Straight ahead, intercept 301^ bearing towards BUR by D3 LON to D6 LON,
turn RIGHT, intercept 056^ bearing to CHT, turn RIGHT, intercept BPK
R-246 inbound to BPK.
CHANGES: Holding over OCK. | JEPPESEN SANDERSON, INC., 2005, 2006. ALL RIGHTS RESERVED. CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED.
HEATHROW 30 DEC 05 10-3A .SID. HEATHROW 30 DEC 05 10-3B .SID.
Trans level: By ATC Trans alt: 6000' Trans level: By ATC Trans alt: 6000'
180^
180^
1. SIDs include noise preferential routes (refer 1. SIDs include noise preferential routes (refer
LONDON Control Apt Elev to 10-4B). 2. Initial climb straight ahead to 590'. LONDON Control Apt Elev to 10-4B). 2. Initial climb straight ahead to 590'.
118.82 83' 3. Cruising levels will be issued after take-off 2100' 2300' 119.77 83' 3. Cruising levels will be issued after take-off 2100' 2300'
by LONDON Control. 4. Do not climb above SID by LONDON Control. 4. Do not climb above SID
levels until instructed by ATC. levels until instructed by ATC.
360^
360^
BROOKMANS PARK FIVE JULIETT (BPK 5J) MSA
ARP
BUZAD THREE JULIETT (BUZ 3J)[BUZA3J] MSA
ARP
BROOKMANS PARK FOUR KILO (BPK 4K) BUZAD TWO KILO (BUZ 2K)[BUZA2K]
RWYS 09R/L DEPARTURES RWYS 09R/L DEPARTURES
SPEED: MAX 250 KT BELOW FL100 SPEED: MAX 250 KT BELOW FL100
UNLESS OTHERWISE AUTHORISED UNLESS OTHERWISE AUTHORISED
BROOKMANS
BUZAD
D
BPK PARK
117.5 BPK N51 56.5 W000 33.1
R198^
N51 45.0 W000 06.4 D4 other routes do not climb above

3 6000' until cleared by ATC.
WARNING: Due to interaction with At 6000'
other routes do not climb above 13
D30 BIG
At 6000'
8
5
D25 BIG
D8 BPK Above
5000'
Above
4000'
NOT TO SCALE 5
D20 BIG
Above
4000'
5
5
D10 LON NOT TO SCALE
N51 32.7 W000 13.0
Above D10 LON
3000' N51 32.7 W000 13.0 33
018^
Above 2^
3000'
LON
LONDON
11 BIG
5.1 GIB
LON
D
113.6 LON D
LONDON
N51 29.2 W000 28.0 113.6 LON
N51 29.2 W000 28.0
073 ^ 073^
9 10 5J 0 J
4K K 9 2K 1 Z 3
1.5 DM E
^ K BP
1.5 DME
053 BP Z U
3^ BU
B
Cross appropriate Noise Monitoring Terminal
(refer to chart 10-4B) at or above 1090', 05 Cross appropriate Noise Monitoring Terminal
^
053 thereafter maintain a minimum climb gradient
of 05
3 ^ thereafter maintain a minimum climb gradient
of
ME 243' per NM (4%) up to 4000'. 243' per NM (4%) up to 4000'.
2D ME
Gnd speed-KT 75 100 150 200 250 300 2D Gnd speed-KT 75 100 150 200 250 300
243' per NM 304 405 608 810 1013 1215 243' per NM 304 405 608 810 1013 1215
SID RWY ROUTING SID RWY ROUTING
BPK 5J 09R Straight ahead, at LON 2 DME turn LEFT, 053^ track, intercept LON R-073 BUZ 3J 09R Straight ahead, at LON 2 DME turn LEFT, 053^ track, intercept LON R-073
to D10 LON, turn LEFT, intercept BPK R-198 inbound to BPK. to D10 LON, turn LEFT, intercept BIG R-332 to BUZAD.
BPK 4K 09L Straight ahead, at LON 1.5 DME turn LEFT, 053^ track, intercept LON BUZ 2K 09L Straight ahead, at LON 1.5 DME turn LEFT, 053^ track, intercept LON
R-073 to D10 LON, turn LEFT, intercept BPK R-198 inbound to BPK. R-073 to D10 LON, turn LEFT, intercept BIG R-332 to BUZAD.
CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED. CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED.
HEATHROW
EGLL/LHR
CHANGES: RWY 23 withdrawn.
SID RWY ROUTING
LONDON Control
CPT 3F 27R Straight ahead, intercept LON R-258 to D7 LON, turn RIGHT,
134.12
intercept 272^ bearing to WOD (D13 CPT), then to CPT.
COMPTON THREE FOXTROT (CPT 3F)

CPT 3G 27L
COMPTON THREE GOLF (CPT 3G)

SPEED: MAX 250 KT BELOW FL100

UNLESS OTHERWISE AUTHORISED
Notice: After 7.12.2006 0901Z this chart should not be used without first checking JeppView or NOTAMs.
RWYS 27R/L DEPARTURES
thereafter maintain a minimum climb gradient
of
243' per NM (4%) up to 4000'.
Apt Elev
These SIDs require a minimum climb gradient WARNING: Due to interaction with
83'
of other routes do not climb above

304' per NM (5%) until D8 CPT. 6000' until cleared by ATC.
Gnd speed-KT 75 100 150 200 250 300
until instructed by ATC.
Trans level: By ATC Trans alt: 6000'

take-off by LONDON Control. 4. Do not climb above SID levels
climb straight ahead to 590'. 3. Cruising levels will be issued after
1. SIDs include noise preferential routes (refer to 10-4B).
243' per NM 304 405 608 810 1013 1215
304' per NM 380 506 760 1013 1266 1519
30 DEC 05
JEPPESEN
D
CPT
COMPTON
10-3C
114.35 CPT
N51 29.5 W001 13.2 NOT TO SCALE D
LON LONDON
113.6 LON
| JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED.
N51 29.2 W000 28.0
WOD
WOODLEY
352 WOD
N51 27.2 W000 52.7
D13 CPT
D11 LON
R104 D17 CPT
^
Above 4000' Above 25 8 ^
8 3000' 6
3F 6
CPT
5
4 4 CPT 3G
2 84^
D8 CPT 272^ D7 LON
N51 27.4 W000 38.8
180^
At 6000'
LONDON, UK
2100' 2300'
2. Initial
360^
.SID.
MSA
ARP
HEATHROW
EGLL/LHR
SID RWY ROUTING
HEATHROW Director
CPT 5J 09R Straight ahead, at LON 2 DME turn RIGHT, intercept 284^
bearing to WOD (D13 CPT), then to CPT. 134.97
COMPTON FIVE JULIETT (CPT 5J)
COMPTON FOUR KILO (CPT 4K)
CPT 4K 09L Straight ahead, at LON 1.5 DME turn RIGHT, intercept 284^
bearing to WOD (D13 CPT), then to CPT.

Apt Elev
of
83'
243' per NM (4%) up to 4000'. WARNING: Due to interaction with

These SIDs require a minimum climb gradient 6000' until cleared by ATC.
of
213' per NM (3.5%) until D8 CPT.

Gnd speed-KT 75 100 150 200 250 300

30 DEC 05
243' per NM 304 405 608 810 1013 1215

213' per NM 266 354 532 709 886 1063
LON
LONDON
JEPPESEN
D
113.6 LON
10-3D
NOT TO SCALE N51 29.2 W000 28.0

D8 CPT
At 6000'
1.5 DM E
R104^ D11 LON

8 D17 CPT
Above 1
5 3000' CPT 8
4
CPT
COMPTON 284^
K
D
114.35 CPT ME CP
2D
17 5J
4
T
N51 29.5 W001 13.2

180^
WOD WOODLEY
LONDON, UK
352 WOD
2100' 2300' N51 27.2 W000 52.7
D13 CPT
2. Initial
Above 4000'
360^
284^
.SID.
MSA
ARP
HEATHROW
EGLL/LHR
SID RWY ROUTING
180^
LONDON Control
DET 2F 27R Straight ahead, at LON 2 DME turn LEFT, intercept 140^ bearing to EPM, at EPM, but
120.52
not before D10 LON intercept DET R-273 inbound to DET.
DET 2G 27L Straight ahead, at ILL 1 DME (LON 2 DME if ILL u/s) turn LEFT, intercept 140^ 2100' 2300'
bearing to EPM, at EPM, but not before D10 LON intercept DET R-273 inbound to DET.
DVR 5F 27R
Straight ahead, at LON 2 DME turn LEFT, intercept 140^ bearing to EPM, at EPM,
360^
but not before D10 LON intercept DET R-273 inbound to DET, then to DVR.
DVR 4G 27L Straight ahead, at ILL 1 DME (LON 2 DME if ILL u/s) turn LEFT, intercept 140^ MSA
Apt Elev
bearing to EPM, at EPM, but not before D10 LON intercept DET R-273 inbound to DET, ARP
83'
then to DVR.

DETLING TWO FOXTROT (DET 2F)
LON
DOVER FIVE FOXTROT (DVR 5F)

LONDON 1090',

(refer to chart 10-4B) at or above
2 DM E
DETLING TWO GOLF (DET 2G)

D
DOVER FOUR GOLF (DVR 4G)

113.6 LON
LO N

climb straight ahead to 590'.

N51 29.2 W000 28.0 of
243' per NM (4%) up to 4000'.
30 DEC 05
FF ILS DME These SIDs require minimum climb gradients
13
ILL
DVR 52
HEATHROW of
DET
D
1 DM
(109.5) ILL DET 2F, DVR 5F

I LL
GG
JEPPESEN
280' per NM (4.6%) until EPM.
11
N51 27.8 W000 27.5

DVR 42
DET 2G, DVR 4G

DET
10-3E
304' per NM (5%) until EPM.
14
Gnd speed-KT 75 100 150 200 250 300

0^
304' per NM 380 506 760 1013 1266 1519

280' per NM 349 466 699 932 1165 1398
243' per NM 304 405 608 810 1013 1215
3. Cruising levels will be issued after

NOT TO SCALE
D32 DET
At or above
5000'
D29 DET
At 6000'
D5 DET
D
DET
DETLING
117.3 DET
N51 18.2 E000 35.8
D10 LON At 6000'
EPM
D
DVR
DOVER
114.95 DVR
1
EPSOM
LONDON, UK
5 3 N51 09.8 E001 21.6
316 EPM 24 5
N51 19.2 W000 22.3 093^ R273^
109^ 30
At or above DV
5F, 4R
2. Initial
4000' WARNING: Due to interaction with other routes R289^
do not climb above 6000' until cleared by ATC. G
.SID.
HEATHROW
EGLL/LHR
SID RWY ROUTING
LONDON Control
DET 1J 09R Straight ahead, at LON 2 DME turn RIGHT, 124^ track, at LON 4 DME
turn LEFT, intercept DET R-286 inbound by D34 DET to DET. 120.52
DETLING ONE JULIETT (DET 1J)
DET 1K 09L Straight ahead, at LON 1.5 DME turn RIGHT, 124^ track, at LON 4 DME
DOVER SIX JULIETT (DVR 6J)

DETLING ONE KILO (DET 1K)
turn LEFT, intercept DET R-286 inbound by D34 DET to DET.

DOVER SIX KILO (DVR 6K)
DVR 6J 09R
Straight ahead, at LON 2 DME turn RIGHT, 124^ track, at LON 4 DME
turn LEFT, intercept DET R-286 inbound by D34 DET to DET, then to DVR.
DVR 6K 09L Straight ahead, at LON 1.5 DME turn RIGHT, 124^ track, at LON 4 DME
Apt Elev
turn LEFT, intercept DET R-286 inbound by D34 DET to DET, then to DVR.
83'

(refer to chart 10-4B) at or above 1090', Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06.
LON

LONDON of
D
113.6 LON 243' per NM (4%) up to 4000'.
30 DEC 05
N51 29.2 W000 28.0 Gnd speed-KT 75 100 150 200 250 300
243' per NM 304 405 608 810 1013 1215
JEPPESEN
1.5 DM E
10-3F
WARNING: Due to interaction with other routes

do not climb above 6000' until cleared by ATC.
12 4
4 DM
6 D29 DET
^ D
ME 124 6 DVET 1 At or above
2D D ^ R6 K 3000'
DVET 1 K D16 DET
R6 J
DET
J At 6000' DETLING
106^ 5
D
117.3 DET
9 N51 18.2 E000 35.8
D34 DET
4
11
D
DVR
DOVER
114.95 DVR
N51 09.8 E001 21.6
180^
5
LONDON, UK
R286^ 109^
D20 DET 30
2100' 2300'
DV
At or above D5 DET 6J, 6R R289^
2. Initial
NOT TO SCALE 5000' K

360^
At 6000'
.SID.
MSA
ARP
HEATHROW 30 DEC 05 10-3G .SID. HEATHROW 30 DEC 05 10-3H .SID.
180^
180^
1. SIDs include noise preferential routes (refer 1. SIDs include noise preferential routes (refer
to 10-4B). 2. Initial climb straight ahead to 590'. to 10-4B). 2. Initial climb straight ahead to 590'.
LONDON Control Apt Elev 3. Cruising levels will be issued after take-off LONDON Control Apt Elev 3. Cruising levels will be issued after take-off
2100' 2300' 2100' 2300'
126.82 83' by LONDON Control. 4. Do not climb above SID 126.82 83' by LONDON Control. 4. Do not climb above SID
levels until instructed by ATC. 5. Aircraft VOR levels until instructed by ATC. 5. Aircraft VOR
360^
360^
or DME failure advise ATC and comply with ATC or DME failure advise ATC and comply with ATC
instructions. instructions.
MSA MSA
ARP ARP
MAYFIELD THREE FOXTROT (MAY 3F) MAYFIELD TWO JULIETT (MAY 2J)
MAYFIELD TWO GOLF (MAY 2G) MAYFIELD TWO KILO (MAY 2K)
TO EGKK ONLY TO EGKK ONLY
SPEED: MAX 250 KT BELOW FL100 SPEED: MAX 250 KT BELOW FL100
UNLESS OTHERWISE AUTHORISED UNLESS OTHERWISE AUTHORISED
1.5 DM E
D
LON
LONDON
113.6 LON D
LON
LONDON
113.6 LON
MA 2
Y
2 DM E
127
LO N
2K
N51 29.2 W000 28.0 N51 29.2 W000 28.0 ^
MEMA2 D3.5 LON
F 2D 2 Y
J
13
3
MAY
ILS DME
1 DM
I LL
ILLILL
HEATHROW NOT TO SCALE
G D
11
(109.5)
MAY 2
N51 27.8 W000 27.5

NOT TO SCALE
14
0^
^
209
7
D20 MID
N51 21.3 W000 23.8
At 5000'
9^
R02
13
D10 LON 7^ D
MAY
MAYFIELD
117.9 MAY
EPM MAY
N51 01.0 E000 07.0
MIDMID
1
EPSOM D
MAYFIELD MIDHURST 28
316 EPM 117.9 MAY D
114.0 At 5000'
N51 19.2 W000 22.3 1 37 N51 01.0 E000 07.0 N51 03.2 W000 37.5 MAX
^ At 5000' 220 KT
At 5000'
26 MAX
220 KT R3
17 270^
^
Cross appropriate Noise Monitoring Terminal R3 D5
(refer to chart 10-4B) at or above 1090', 17 270^
^ 090^
thereafter maintain a minimum climb gradient D5 Cross appropriate Noise Monitoring Terminal
of
243' per NM (4%) up to 4000'. 090^ (refer to chart 10-4B) at or above 1090',
thereafter maintain a minimum climb gradient Gnd speed-KT 75 100 150 200 250 300
Gnd speed-KT 75 100 150 200 250 300 of
243' per NM (4%) up to 4000'. 243' per NM 304 405 608 810 1013 1215
243' per NM 304 405 608 810 1013 1215
SID RWY ROUTING
SID RWY ROUTING MAY 2J 09R Straight ahead, at LON 2 DME turn RIGHT, intercept LON R-127 to D3.5
MAY 3F 27R Straight ahead, at LON 2 DME turn LEFT, intercept 140^ bearing to EPM, LON, turn RIGHT, intercept MID R-029 inbound to D20 MID, turn LEFT, in-
at EPM, but not before D10 LON intercept MAY R-317 inbound to MAY. tercept MAY R-317 inbound to MAY.
MAY 2G 27L Straight ahead, at ILL 1 DME (LON 2 DME if ILL u/s) turn LEFT, intercept MAY 2K 09L Straight ahead, at LON 1.5 DME turn RIGHT, intercept LON R-127 to D3.5
140^ bearing to EPM, at EPM, but not before D10 LON intercept MAY R-317 LON, turn RIGHT, intercept MID R-029 inbound to D20 MID, turn LEFT, in-
inbound to MAY. tercept MAY R-317 inbound to MAY.
CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED. CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED.
HEATHROW 30 DEC 05 10-3J .SID. HEATHROW 30 JUN 06 10-3K .SID.
180^
180^
1. SIDs include noise preferential routes (refer 1. When instructed contact LONDON Control.
LONDON Control Apt Elev to 10-4B). 2. Initial climb straight ahead to 590'. LONDON Control Apt Elev 2. SIDs include noise preferential routes (refer
133.17 83' 3. Cruising levels will be issued after take-off 2100' 2300' 134.12 83' to 10-4B). 3. Initial climb straight ahead to 590'. 2100' 2300'
by LONDON Control. 4. Do not climb above SID 4. Cruising levels will be issued after take-off
levels until instructed by ATC. by LONDON Control. 5. Do not climb above SID
360^
360^
levels until instructed by ATC.
MIDHURST FOUR FOXTROT (MID 4F) MSA
ARP MIDHURST THREE JULIETT (MID 3J)
MSA
ARP
MIDHURST THREE GOLF (MID 3G) MIDHURST THREE KILO (MID 3K)
LON
LONDON
1.5 DM E
LON
LONDON D
D
113.6 LON 113.6 LON
MID
25 8 ^ N51 29.2 W000 28.0
N51 29.2 W000 28.0
127
3K
4 ^ ^
242
D5 LON F 2
MID 4 M
ME ID
BUR
BURNHAM D3.5 LON
2 D 3J
421 BUR
3 44 ^
5
6
N51 31.1 W000 40.6 G

D3
MI
D5.5 LON
WARNING: Due to interaction with NOT TO SCALE
4
1 6 4^

WARNING: Due to inter-
action with other routes
do not climb above 6000'
^
209
until cleared by ATC.
7
D8 LON
Above D19 MID
3000' At or above
D15 MID
3000'
At or above
6
4000'
4
D12 LON
N51 17.6 W000 32.5
D12 MID
3
Above
4000' D8 MID
At or above
D17 LON
5000'
195^ At 6000'
D10 MID NOT TO SCALE
6
4
Above Cross appropriate Noise Monitoring Terminal
5000' (refer to chart 10-4B) at or above 1090',
D
MID
MIDHURST
114.0 MID of
10
243' per NM (4%) up to 4000'.
N51 03.2 W000 37.5 MID 3J
8
304' per NM (5%) until D19 MID due to ATC
At 6000'
^
Cross appropriate Noise Monitoring Terminal and airspace purposes.
R015
MID
MIDHURST 1090',
(refer to chart 10-4B) at or above MID 3K
D
114.0 MID thereafter maintain a minimum climb gradient 292' per NM (4.8%) until D19 MID due to ATC
9^
of
R02
N51 03.2 W000 37.5 and airspace purposes.
243' per NM (4%) up to 4000'.
At 6000' Gnd speed-KT 75 100 150 200 250 300
Gnd speed-KT 75 100 150 200 250 300 304' per NM 380 506 760 1013 1266 1519
243' per NM 304 405 608 810 1013 1215 292' per NM 365 486 729 972 1215 1458
SID RWY ROUTING 243' per NM 304 405 608 810 1013 1215
MID 4F 27R Straight ahead, intercept LON R-258 to D5 LON, turn LEFT, intercept 164^
bearing from BUR to D12 LON, turn RIGHT, intercept MID R-015 inbound to SID RWY ROUTING
MID. MID 3J 09R Straight ahead, at LON 2 DME turn RIGHT, intercept LON R-127 to D3.5
MID 3G 27L Straight ahead, intercept LON R-242 to D5.5 LON, turn LEFT, intercept LON, turn RIGHT, intercept MID R-029 inbound to MID.
164^ bearing from BUR to D12 LON, turn RIGHT, intercept MID R-015 MID 3K 09L Straight ahead, at LON 1.5 DME turn RIGHT, intercept LON R-127 to D3.5
inbound to MID. LON, turn RIGHT, intercept MID R-029 inbound to MID.
CHANGES: RWY 23 withdrawn. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED. CHANGES: None. | JEPPESEN SANDERSON, INC., 2004, 2005. ALL RIGHTS RESERVED.
HEATHROW 30 JUN 06 10-3L .SID. HEATHROW 18 AUG 06 10-3M .SID.
180^
LONDON Control Apt Elev 1. When instructed contact LONDON Control. 2. SIDs include noise 1. When instructed contact LONDON Control.
preferential routes (refer to 10-4B). 3. Initial climb straight ahead LONDON Control Apt Elev 2. SIDs include noise preferential routes (refer
134.12 83' to 590'. 4. Cruising levels will be issued after take-off by LONDON 134.12 83' to 10-4B). 3. Initial climb straight ahead to 590'. 2100' 2300'
Control. 5. Do not climb above SID levels until instructed by ATC. 4. Cruising levels will be issued after take-off
by LONDON Control. 5. Do not climb above SID
360^
SOUTHAMPTON TWO FOXTROT (SAM 2F) MSA
SOUTHAMPTON TWO GOLF (SAM 2G) SOUTHAMPTON THREE JULIETT (SAM 3J) ARP
RWYS 27R/L DEPARTURES SOUTHAMPTON THREE KILO (SAM 3K)
LONDON
LON
1.5 DM E
D
113.6 LON
Straight ahead, intercept LON R-258 to D7 LON, turn RIGHT,
intercept 272^ bearing towards WOD to D13 LON, turn LEFT,
N51 29.2 W000 28.0 SAM4

NOT TO SCALE
127
3K
^
N51 29.2 W000 28.0
3
ME
113.6 LON
LON
2 D S3AM
258^
LONDON
J
SAM 2G
D5 LON
2F
D
intercept SAM R-035 inbound to SAM.

ROUTING NOT TO SCALE
SAM


N51 27.4 W000 38.8
304 405 608 810 1013 1215

75 100 150 200 250 300
thereafter maintain a minimum climb gradient D2 OCK
N51 19.8 W000 24.7
D7 LON
6
5^
Above
22
3000'
8
243' per NM (4%) up to 4000'.
D3 OCK
D7 OCK Above
4000'
Above
5
^
272^
45
5000'
D12 LON
3000'
R0
Above
D11 OCK
RWY
27R
27L
At 6000'
4 256^
Gnd speed-KT
243' per NM
1
4
D27 SAM
SAM 2G
SAM 2F
5500'
Above
D19 OCK
D13 LON
SID
W000 48.6
N51 27.3
8
^
215 2
N51 12.5 W000 55.6
D
OCK OCKHAM
115.3 OCK
of
N51 27.2 W000 52.7
N51 18.3 W000 26.8

WOD
7^
352 WOD
22 22
WOODLEY
7 Cross appropriate Noise Monitoring Terminal

N50 57.3 W001 20.7

^ thereafter maintain a minimum climb gradient
113.35 SAM
47
3
SOUTHAMPTON
R0 of
SAM
SAM
SOUTHAMPTON 243' per NM (4%) up to 4000'.
D15 LON
ABM WOD
D
113.35 SAM
4000'
Above
Gnd speed-KT 75 100 150 200 250 300
N50 57.3 W001 20.7
243' per NM 304 405 608 810 1013 1215
24
D24 SAM
D
6000'
SID RWY ROUTING
2300'
SAM 3J 09R Straight ahead, at LON 2 DME turn RIGHT, intercept LON R-127 to D5 LON,
5^ turn RIGHT, intercept OCK R-045 inbound to D2 OCK, turn RIGHT, intercept
R0 3 OCK R-256 to D19 OCK, turn LEFT, intercept SAM R-047 inbound to SAM.
MSA
At
ARP
180^ 360^
SAM 3K 09L Straight ahead, at LON 1.5 DME turn RIGHT, intercept LON R-127 to D5
2100'
LON, turn RIGHT, intercept OCK R-045 inbound to D2 OCK, turn RIGHT, in-
tercept OCK R-256 to D19 OCK, turn LEFT, intercept SAM R-047 inbound
to SAM.
CHANGES: Tracks updated. | JEPPESEN SANDERSON, INC., 2004, 2006. ALL RIGHTS RESERVED. CHANGES: None. | JEPPESEN SANDERSON, INC., 2004, 2006. ALL RIGHTS RESERVED.
HEATHROW 18 AUG 06 10-3N .SID. 12 MAY 06 10-8 HEATHROW
180^
1. When instructed contact LONDON Control. TEMPORARY TAXIWAY CONSTRUCTION WORK IN SEVERAL PHASES
LONDON Control Apt Elev 2. SIDs include noise preferential routes (refer REFER ALSO TO LATEST NOTAMS
119.77 83' to 10-4B). 3. Initial climb straight ahead to 590'. 2100' 2300'
4. Cruising levels will be issued after take-off PHASE 2 LEGEND
by LONDON Control. 5. Do not climb above SID
Working area
360^

MSA
WOBUN TWO FOXTROT (WOBUN 2F) [WOBU2F] ARP RWY 09L/27R
WOBUN TWO GOLF (WOBUN 2G) [WOBU2G]
127
^ D1 7.1
WOBUN
DTY
DAVENTRY N52 01.2 W000 44.0
D
116.4 DTY
N52 10.8 W001 06.8
NOT TO SCALE
19
D16 LON WARNING: Due to interaction with

At 6000' 6000' until cleared by ATC.
8
D10 LON
Above 4000'
359^ 179^
5
E
8 DM
BUR
BURNHAM
421 BUR
N51 31.1 W000 40.6 D7 LON
Above 3000' D
LON
LONDON
113.6 LON
N51 29.2 W000 28.0
PHASE 3 LEGEND
Working area
N51 30.6 W000 39.0
3 RWY 09L/27R
360^
D3 LON
D4 LON 3
1
WOBUN 2F
WO 3
BU 01^
2
N2
G
of
D
MID
MIDHURST
114.0 MID
N51 03.2 W000 37.5
243' per NM (4%) up to 4000'.

Gnd speed-KT
243' per NM
75 100 150 200 250 300
304 405 608 810 1013 1215
SID RWY ROUTING
WOBUN 27R Straight ahead, intercept 301^ bearing towards BUR by D4 LON to D7 LON,
2F turn RIGHT, intercept 359^ bearing from BUR (MID R-360) to WOBUN.
WOBUN 27L Straight ahead, intercept 301^ bearing towards BUR by D3 LON to D7 LON,
2G turn RIGHT, intercept 359^ bearing from BUR (MID R-360) to WOBUN.
CHANGES: Communication. | JEPPESEN SANDERSON, INC., 2004, 2006. ALL RIGHTS RESERVED. CHANGES: Temporary chart. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
12 MAY 06 10-8A HEATHROW 12 MAY 06 10-8B HEATHROW
TEMPORARY TAXIWAY CONSTRUCTION WORK IN SEVERAL PHASES TEMPORARY TAXIWAY CONSTRUCTION WORK IN SEVERAL PHASES
REFER ALSO TO LATEST NOTAMS REFER ALSO TO LATEST NOTAMS
PHASE 4 LEGEND PHASE 6 LEGEND
Working area Working area
RWY 09L/27R RWY 09L/27R
PHASE 5 LEGEND COMPLETE
Working area
RWY 09L/27R RWY 09L/27R
CHANGES: Temporary chart. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. CHANGES: Temporary chart. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
EGLL/LHR
83'
Apt Elev
JEPPESEN LONDON, UK
10-9 10 NOV 06 HEATHROW
N51 28.7 W000 27.7
*D-ATIS Departure *HEATHROW Delivery (Cpt) *Ground Tower
By ATC
121.85 121.97 121.9 121.7 118.5 118.7
00-30 00-29 00-28 00-27 00-26 00-25
51-29 51-29
For AIRPORT BRIEFING refer to 10-1P pages
02^W
130'
150'
Elev ARP
Elev
78'
12,799' 3901m 78' 138'
09L 27R
272^
092^ A11 A8
A12 AY5 A5 A1
AB13 A10W A10E A9W A9E A7 A6 A4 A3
A
Link22
A Link Link Link J A2
C D H A
11 12 13 B
160 161 162 163 B
PIER 4A ink 21 MAINTENANCE
K K
L
SNAPA M AREA 1
E2 226' R4 J
PIE
3
H
k2
k2
F TERMINAL B 221'
PIE
F2 R3
Li n
Li n
TERMINAL 5 1 A
PIE K
R5
G Link
FOR E Control 25
PARKING Tower
R
G Link 25
PIE
545 POSITIONS 362' 1 MAINTENANCE
E1
Link AREA 1
RO
SEE 10-9B 36 U Link 26
544 TERMINAL
EU
3 PIE P M N
2
543 553 566 R B1 B
NL
F 2 Link 27
PIE
542 552 567
TM
OSTER PIER 6 A
Link Link 1
R
541
R Q
C 551 568
7
D 35W 35E PIE Link 28
F1 R1 Link N2E
B B M
Link 53 B Link B B Link Link Link Q 29 U
51-28 Y A 51 C D R 34 33 32 Link 51-28
Link 52 A A A 31 A N3 N2W N N1
N11
N10 N8 N6 N5W N4W N4E NB3 NB1
NB11 HORKA N7 N5E 130'
NB10 NB8 D
Trees 09R 27L
272^
up to SB3
125'
092^
Elev
S11
SB7
S7
SY6 S6
12,008'3660m S5 S4
S3
S1N
Elev
77'
71' S S
S S SB1 FOR DETAILS
00-30 CARGO CARGO W Link Link T SEE INSET
APRON APRON Link 41
43 44 V S1S
139'
Z ROYAL
PLUTO A4 A1 SUITE
A3 AY1 CARGO Link
A2 FOR PARKING TERMINAL 42
POSITIONS 1 Caution: Helicopter pilots should note the visual
A M1 similarity between the dual taxiways (Links 25
SEE 10-9C
Link 22
W and 26) and Links 27/28 immediately to the South.
21
Lin k Pilots should ensure that holding is carried out
K M T TERMINAL 4 only over the dual taxiways (Links 25 and 26) in
order to ensure adequate separation from the
A 703
702 southern runway and associated taxiways.
3
21 ROKIT
k2
B 701
k
Lin
172'
Li n SATUN
Link
B 25
Link 25
A LEGEND
U Link 26 MORRA
Remote Holding
for delayed
N 51-27 outbound aircraft 51-27
Feet 0 500 1000 1500 2000 2500 3000
Link 27 Runway
Holding Meters 0 200 400 600 800 1000
ETTIV Link 28 Areas
Remote parking
162
M U N2E stand
702 Parking stand
Ground reporting
LOKKI SNAPA
N point
N3
N2W N1 00-29 00-28 00-27 00-26 00-25
NB3
NB1
CHANGES: Holding points. | JEPPESEN SANDERSON, INC., 1998, 2006. ALL RIGHTS RESERVED.
EGLL/LHR 10 NOV 06
JEPPESEN
10-9A
LONDON, UK
HEATHROW
ADDITIONAL RUNWAY INFORMATION
USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
09L 11,795'3595m 10,801'3292m 164'
127R HIRL(60m) CL(15m) HIALS-II TDZ PAPI-L(3.0^) RVR
12,743'3884m 11,586'3531m 12,743' 3884m 50m
1 Rwy grooved.
09R HIRL(60m) CL(15m) HIALS-II TDZ PAPI-L(3.0^) RVR 11,000'3353m 9997' 3047m 164'
227L HIRL(60m) CL(15m) HIALS-II TDZ PAPI-L(3.0^)3 RVR 10,905' 3324m
4 50m
2 Rwy grooved. Rwy provided with porous friction course.
3 HST - N6
4 TAKE-OFF RUN AVAILABLE

RWY 09R: RWY 27L:
From rwy head 12,008' (3660m) From rwy head 12,008' (3660m)
NB10 11,585' (3531m) NB3 10,558' (3218m)
N7 9577' (2919m)
SEQUENCING OF AIRCRAFT GROUND MOVEMENTS
FOR TAKE-OFF IN LOW VISIBILITY
When the reported RVR is below 400m do not request start-up until the reported RVR is equal to or
greater than the appropriate value as shown below:
AIRCRAFT TAKE-OFF MINIMA MINIMUM RVR FOR START-UP
350m RVR 300m
300m RVR 250m
250m RVR 200m
200m RVR 150m
150m RVR 150m
100m RVR 100m
75m RVR 75m
.JAR-OPS. TAKE-OFF 1
All Rwys
LVP must be in Force
Approved
Operators
HIRL, CL RL, CL RCLM (DAY only) RCLM (DAY only) NIL
& mult. RVR req & mult. RVR req RL & CL or RL or RL (DAY only)
A
B 125m 150m 200m 250m
C
400m 500m
D 150m 200m 250m 300m
1 Operators applying U.S. Ops Specs: CL required below 300m; approved guidance system required
below 150m.
CHANGES: None. | JEPPESEN SANDERSON, INC., 1998, 2006. ALL RIGHTS RESERVED.
EGLL/LHR
CHANGES: None.
00-28 RWY 09L/27R 00-27.5 00-27 00-26.5

ARP
A8 AY5
51-28.6
A9W A9E A5 51-28.6
A10W A10E A7
A6
A
A A
H Link Link Link J
D 598 11 12 13
B B
51-28.5 163 F2
51-28.5
188 184 180 176 109 127L
597 338 192R 192 192L 190 186 182 178 174 101 103 105 110 127 129 K
336 334 332

354 108 127R K
353 PIER 4A 125L
R 4 106 125 132
596 E2 330 352 J
351 PIE 104 125R 134 A
340 123 130
350 102 B
328 H 128
PIE
51-28.4 121 51-28.4
119 126
R
342
29 SEP 06
335 Link
5
326 117
F 124 145
T ER
21
331 122 K 158R
595 144
MI
158
G 3 120
NA
329 R 143 158L Link
PIE 118 156
JEPPESEN
L1
594 116 25
E 141 155
R
51-28.3 114 154 51-28.3
PIE
364 327 Control
10-9B
Tower 139 153
RO
365 G
152
EU
322 325
150
TE
Link 363 149 U
RM
592 36 320 323 236 148
INA
147
321
PIE
51-28.2 238 146
2
L3
203 P
R
591 318 240
AL
PIE 205
7
319 242 B1
IN
D R2 B U
590R 202
RM
F 311 207
576 590 204 A
TE
317 R PIER 6
590L 309 211 206 209R 170
209
Link Link 316 313
PIE 213 Q 208 210 209L
51-28.1 581 582 583 35W 35E 307 305 303 301
R 171 51-28.1
212 1
215
E1 F1 314 212L 214
212R M
B B Link 29
Q LOKKI
Link Link Link
LONDON, UK
D R Link
51-28.0 34 33 32 31 LEGEND
A A A 158 Parking stand
HEATHROW
N5W Remote NB3
N6 N4W 163 parking stand
N5E N4E
B1 Ground
reporting point
00-28 RWY 09R/27L 00-27
00-27.5 00-26.5
EGLL/LHR
CHANGES: Notes transferred to 10-1P pages.
00-28.4 00-28.2 00-27.7 R Link Link Link 00-27.1 Link Q 00-26.8 00-26.6 00-26.4
A 00-28 34 33 32 31 A N3
N5W N4W 51-28
N6 N4E NB3
N5E
N7
51-27.9 51-27.9
RWY 09R/27L
SB7 SB3
S6 S5
S7 S4 S3

S 51-27.8
RSR S
RS 414
609 608 607
606 605 604 603 602 601 RSL Link 412 415 429
616 W 43 416 425 Link 41
29 SEP 06
CARGO 456 Link 44 T 411

CARGO 417
611 APRON ROYAL 424
TERMINAL 455 410 419 V 430 431 432
615 SUITE 441
Z 612 420
JEPPESEN
454 409 423

440 421
613
10-9C
614 408 422

51-27.6
CARGO Link 51-27.6
APRON 453 42 407
406
452
W 405
51-27.5 451 51-27.5
404
401
461 402
TERMINAL 4
463 403 T
51-27.4 51-27.4
LONDON, UK
51-27.3 51-27.3
HEATHROW
51-27.2 51-27.2
00-28.5 00-28 00-27.5 00-27 00-26.5
00-28.3 00-28.1 00-27.9 00-27.7 00-27.3 00-27.1 00-26.9 00-26.7 00-26.3
24 MAR 06 10-9D HEATHROW 24 MAR 06 10-9E HEATHROW
INS COORDINATES INS COORDINATES
STAND No. COORDINATES STAND No. COORDINATES STAND No. COORDINATES STAND No. COORDINATES
101 N51 28.5 W000 27.1 209, 209L/R N51 28.1 W000 26.8 401 N51 27.5 W000 26.9 576 N51 28.2 W000 28.4
102 N51 28.4 W000 27.0 210 N51 28.1 W000 26.9 402 N51 27.5 W000 27.0 581, 582 N51 28.1 W000 28.3
103 N51 28.5 W000 27.1 211 N51 28.1 W000 27.1 403 N51 27.4 W000 27.0 583 N51 28.1 W000 28.2
104 N51 28.4 W000 27.0 212, 212L N51 28.1 W000 27.2 404, 405 N51 27.5 W000 27.1 590 N51 28.2 W000 28.2
105 N51 28.5 W000 27.0 212R N51 28.1 W000 27.1 406 thru 408 N51 27.6 W000 27.0 590L N51 28.1 W000 28.2
106 N51 28.4 W000 26.9 213 N51 28.1 W000 27.0 409, 410 N51 27.7 W000 26.9 590R N51 28.2 W000 28.2
108 N51 28.5 W000 26.9 214 N51 28.1 W000 27.1 411 N51 27.7 W000 26.8 591, 592 N51 28.2 W000 28.2
109 N51 28.5 W000 27.0 215 N51 28.1 W000 27.0 412 N51 27.8 W000 26.8 594 N51 28.3 W000 28.2
110 N51 28.5 W000 26.9 236 N51 28.2 W000 26.9 414 thru 419 N51 27.7 W000 26.6 595, 596 N51 28.4 W000 28.2
114, 116 N51 28.3 W000 26.9 238, 240, 242 N51 28.2 W000 26.8 420 N51 27.7 W000 26.7 597, 597L/R N51 28.5 W000 28.2
117 N51 28.4 W000 26.9 301 N51 28.1 W000 27.2 421 N51 27.6 W000 26.7 598 N51 28.5 W000 28.2
118 N51 28.3 W000 26.8 303 N51 28.1 W000 27.3 422, 423 N51 27.6 W000 26.6 601 N51 27.8 W000 27.5
119 N51 28.4 W000 26.9 305 N51 28.1 W000 27.4 424 N51 27.7 W000 26.6 602, 603 N51 27.8 W000 27.6
120 N51 28.3 W000 26.8 307 N51 28.1 W000 27.5 425 N51 27.7 W000 26.5 604 N51 27.8 W000 27.7
121 N51 28.4 W000 26.9 309 N51 28.1 W000 27.6 429, 430 N51 27.7 W000 26.4 605, 606 N51 27.8 W000 27.8
122 N51 28.3 W000 26.8 311 N51 28.2 W000 27.3 431, 432 N51 27.7 W000 26.3 607 N51 27.8 W000 27.9
123 N51 28.4 W000 26.8 313 N51 28.1 W000 27.7 440 N51 27.6 W000 27.1 608, 609 N51 27.8 W000 28.0
124 N51 28.4 W000 26.7 314, 316 N51 28.1 W000 27.8 441 N51 27.7 W000 27.0 611, 612 N51 27.7 W000 28.3
125, 125R N51 28.5 W000 26.8 317 N51 28.1 W000 27.9 451, 452 N51 27.5 W000 27.2 613 N51 27.6 W000 28.3
125L N51 28.5 W000 26.7 318 N51 28.2 W000 27.7 453 N51 27.6 W000 27.2 614 N51 27.6 W000 28.4
126 N51 28.4 W000 26.7 319 N51 28.2 W000 27.9 454 N51 27.6 W000 27.3 615, 616 N51 27.7 W000 28.4
127, 127L/R N51 28.5 W000 26.7 320 N51 28.2 W000 27.8 455, 456 N51 27.7 W000 27.3 701 N51 28.4 W000 25.8
128 N51 28.4 W000 26.6 321 N51 28.2 W000 28.0 461 N51 27.5 W000 27.2 702 N51 28.4 W000 25.9
129 N51 28.5 W000 26.6 322 N51 28.3 W000 27.8 463 N51 27.4 W000 27.1 703 N51 28.5 W000 25.8
130, 132, 134 N51 28.4 W000 26.6 323 N51 28.2 W000 27.7 541, 542 N51 28.1 W000 28.8 RS N51 27.8 W000 27.4
139, 141, 143 N51 28.3 W000 26.7 325 N51 28.3 W000 27.7 543 thru 545 N51 28.2 W000 28.8 RSL N51 27.7 W000 27.4
144 N51 28.4 W000 26.6 326 N51 28.4 W000 27.6 551 N51 28.1 W000 28.7 RSR N51 27.8 W000 27.4
145 N51 28.4 W000 26.5 327 N51 28.3 W000 27.7 552, 553 N51 28.2 W000 28.7 L35W N51 28.1 W000 28.1
146, 147 N51 28.2 W000 26.7 328 N51 28.4 W000 27.7 566 N51 28.2 W000 28.5 L35E N51 28.1 W000 27.9
148 thru 150 N51 28.2 W000 26.6 329 N51 28.3 W000 27.8 567, 568 N51 28.1 W000 28.5
152, 153 N51 28.3 W000 26.6 330 N51 28.4 W000 27.7
154 thru 156 N51 28.3 W000 26.5 331 N51 28.3 W000 27.8
158, 158L/R N51 28.3 W000 26.5 332, 334 N51 28.5 W000 27.8
160 N51 28.5 W000 28.8 335 N51 28.4 W000 27.9
161 N51 28.5 W000 28.6 336 N51 28.5 W000 27.9
162 N51 28.5 W000 28.5 338 N51 28.5 W000 28.0
163 N51 28.5 W000 28.3 340, 342 N51 28.4 W000 28.0
170, 171 N51 28.1 W000 26.5 350 thru 354 N51 28.4 W000 27.6
174, 176 N51 28.5 W000 27.2 363 N51 28.2 W000 28.0
178, 180, 182 N51 28.5 W000 27.3 364 N51 28.3 W000 27.9
184, 186, 188 N51 28.5 W000 27.4 365 N51 28.3 W000 28.0
190 N51 28.5 W000 27.5
192, 192L/R N51 28.5 W000 27.5
202 N51 28.2 W000 27.0
203 N51 28.2 W000 26.9
204 N51 28.1 W000 27.0
205 N51 28.2 W000 26.9
206 N51 28.1 W000 27.0
207 N51 28.2 W000 26.9
208 N51 28.1 W000 26.9
CHANGES: Stand 315 deleted. | JEPPESEN SANDERSON, INC., 1999, 2006. ALL RIGHTS RESERVED. CHANGES: Stands 544, 545 and 581 added. | JEPPESEN SANDERSON, INC., 1999, 2006. ALL RIGHTS RESERVED.
29 SEP 06 10-9F HEATHROW 29 SEP 06 10-9G HEATHROW
STAND ENTRY GUIDANCE SYSTEMS (SEG)
3. PAPA - PARALLAX AIRCRAFT PARKING AID
A. GENERAL This stopping aid is commonly positioned to the right side of the stand centerline. On some
stands it will be located to the left side and indicated as such by the sign adjacent to the AGNIS
If a Stand Entry Guidance System becomes unserviceable or is not illuminated, call Ground Movement unit. The aid consists of a black board, bearing acft type identification labels and "STOP" lines,
Control (GMC) to request marshalling assistance. with a horizontal slot running across the center. Behind the board is a vertically mounted
fluorescent light tube. As an acft is taxiing onto the stand, the pilot will see the fluorescent
Aircrew must not attempt to self-park if the Stand Entry Guidance is unserviceable, tube appear to move across the slot towards the "STOP" lines. When the tube is in line with
uncalibrated or not switched on. the appropriate acft type "STOP" line, the acft has reached the correct position.
STOP SHORT PROCEDURE B757 F100
767 737
The term "STOP SHORT" is defined as a requirement to stop the acft in a position that allows
mobile or integral airstairs to be deployed, due to the unserviceability of the stand loading
bridge or some other obstruction. The requirement to "STOP SHORT" will be indicated to the
flight crew by marshalling signals. FLUORESCENT
SLOT TUBE
EMERGENCY STOP
Should an emergency arise as the acft is taxiing onto stand, the airline or handling agent
representative can activate the SEG emergency over-ride button, colocated with all A320 MD80
emergency stop buttons at ramp level at the head of the stand. This will instantly cut power A321
to the parking aids and activate a sign mounted at pilot's eye level which will flash "STOP".
White "STOP" line
B. GUIDANCE SYSTEMS 4. STOP ARROWS
This provides stopping guidance only, used in conjunction with AGNIS in the form of one or two
1. AGNIS - AZIMUTH GUIDANCE FOR NOSE-IN STANDS painted lines with the word "STOP" above the line and, where appropriate, the acft type below the
AGNIS units display red and/or green light signals through two parallel vertical slots. The system line. The line is aligned with the pilot's eye position and is normally located to the left of the
is aligned for interpretation from the left hand cockpit seat. Acft should be turned towards the stand centerline, but may be provided on the right or both sides.
green light to remain on centerline. AGNIS does not provide stopping guidance. Stopping guidance is
provided by a sign (PAPA or STOP ARROW) positioned near the AGNIS unit.
5. MIRROR
RED GREEN GREEN GREEN GREEN RED The mirror is normally mounted on the port side of he extended centerline. It is angled to give
the pilot in the left hand seat view of the aircaft's nose landing gear (NLG). Associated mirror
image paint markings will indicate the various stopping positions of the NLG. All mirrors are
heated to prevent misting and icing.
LEFT of centerline. Aircraft on centerline. RIGHT of centerline.
Turn towards GREEN. Turn towards GREEN.
2. APIS - AIRCRAFT POSITIONING AND INFORMATION SYSTEM
The unit combines both alignment and stopping signals in one visual display mounted ahead of the
pilot and is to be used from the left hand cockpit seat.
Display can be used to show
stand number, acft type selected SLOW SLOW SLOW
and final STOP wording when
the acft has reached its final
DOWN DOWN DOWN
stopping position.
Indicates progress of the acft
over the last 52'/16m of the
approach to the stop position.
Azimuth guidance element
CHANGES: Chart reindexed. Notes transferred to 10-1P pages. | JEPPESEN SANDERSON, INC., 1999, 2006. ALL RIGHTS RESERVED. CHANGES: Chart reindexed. | JEPPESEN SANDERSON, INC., 1999, 2000. ALL RIGHTS RESERVED.
EGLL/LHR JEPPESEN LONDON, UK EGLL/LHR 18 NOV 05
JEPPESEN LONDON, UK
ILS DME Rwy 09L .Eff.24.Nov. 11-1A CAT II ILS DME Rwy 09L
HEATHROW 18 NOV 05 11-1 .Eff.24.Nov. 1 HEATHROW 1
*ATIS HEATHROW Director (APP) HEATHROW Tower *Ground *ATIS HEATHROW Director (APP) HEATHROW Tower *Ground
180^
113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9 113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9
180^
CAT II ILS
TM
TM
LOC Final GS ILS LOC Final GS

Apt Elev 83' Apt Elev 83'RA 100'
BRIEFING STRIP
BRIEFING STRIP
IAA Apch Crs D4.0 IAA DA(H) 2100' 2300' IAA Apch Crs D4.0 IAA
DA(H) 2100' 2300'
*110.3 092^ 1409'(1330') 279'(200') RWY 79' *110.3 092^ 1409'
(1330') 179'(100') RWY 79'
360^
MISSED APCH: Climb STRAIGHT AHEAD, when passing 1580' or D0.0 IAA, MISSED APCH: Climb STRAIGHT AHEAD, when passing 1580' or D0.0 IAA,
360^
whichever is later, climbing turn LEFT on track 040^ to 3000', then as whichever is later, climbing turn LEFT on track 040^ to 3000', then as
directed. In event of radio failure see 11-5. MSA directed. In event of radio failure see 11-5.
ARP MSA
Alt Set: hPa Rwy Elev: 3 hPa Trans level: By ATC Trans alt: 6000' Alt Set: hPa Rwy Elev: 3 hPa Trans level: By ATC Trans alt: 6000' ARP
794' 735' Special Aircrew & Acft Certification Required.
852' 500'
811' 1 ILS: Acft unable to receive DME 811'
500' 794' 1 Acft unable to receive DME
advise ATC. Equivalent radar
fix will be provided at
20
1184' D7.5 IAA and D4.0 IAA. 1184' D7.5 IAA and D4.0 IAA.
C277HCHTT
CHILTERN LOC: Not available without ILS DME.
C277HCHTT
CHILTERN
ILS DME reads zero at rwy 09L
20
51-40 614' 554' ILS DME reads zero at rwy 09L

51-40 614' 554'
displ thresh.
displ thresh.
995' 650' 995' 650'
29 978' 293^ 978'
300 3^
15
647' MISSED 627' 647' MISSED 300 627'
APPROACH 0 APPROACH 0
750'
HOLDING 113^ 558'
750'
HOLDING 113^ 558'
15
EG(R)-158 EG(R)-158
Northolt 616' 542' Northolt 616' 542'
528' 739' 528' 739'
10
545' 671' 545' 671'
^
^
040
040
D0.5 EG(R) EG(R)
D7.5 IAA D1.0 IAA D7.5 IAA D1.0
10
51-30 IAA -157 51-30 -157

D8.2 LON D8.2 LON IAA
092^ D4.0 IAA
D4.8 LON
D0.0
L113.6OLONN
D
LONDON EG(R)
-160
EG(R)-160 092^ D4.0IAA
D4.8 LON
D0.0
L113.6OLONN
D
LONDON EG(R)
-160
EG(R)-160
5
IAA IAA
5
1087' 1087'
IAA
ILS DME
092^ *110.3 IAA 766' E316PEPMM
EPSOM
IAA
ILS DME
092^ *110.3 IAA 766' E316PEPMM
EPSOM
0
EG(D)-133 Fairoaks MISSED APCH EG(D)-133 Fairoaks MISSED APCH
Blackbushe HOLDING Blackbushe HOLDING
1168' 1168'
51-20 51-20
0
EG(D)-132
274^ EG(D)-132
274^
EG(D)-133A 3000 EG(D)-133A 3000
Farnborough Farnborough
01-00 00-50 01-00 00-50 00-10
00-40 00-30 094^ 614' 00-10 00-40 00-30 094^ 614'
5
LOC IAA DME 7.0 6.0 5.0 4.0 3.0 2.0
D7.5 IAA
(GS out) ALTITUDE 2370' 2050' 1730' 1410' 1090' 770' D8.2 LON D4.0 IAA
5
D4.0IAA D4.8 LON

2500' D4.8 LON
GS 1409'
2500' GS 1409'
092^ D1.0 IAA D0.5
092^ D1.0 IAA
GS 449' GS 449' TCH displ
IAA TCH displ
D7.5 IAA LOC thresh 51' thresh 51'
D8.2 LON 1410'
3.5 3.0 0.5 RWY 09L 79' 3.5 3.0 1.0 RWY 09L 79'
0.5
Gnd speed-Kts 70 90 100 120 140 160 HIALS-II Gnd speed-Kts 70 90 100 120 140 160 HIALS-II
ILS GS 3.00^ or
1580' D0.0 040^ GS 3.00^ 377 485 539 647 755 862 1580' D0.0 040^
LOC Descent Gradient 5.2% 377 485 539 647 755 862 PAPI whichever IAA PAPI whichever IAA
later later
MAP at D0.5 IAA LT LT
.JAR-OPS. STRAIGHT-IN LANDING RWY 09L CIRCLE-TO-LAND .JAR-OPS. STRAIGHT-IN LANDING RWY 09L
ILS LOC (GS out) CAT II ILS
DA(H) 279'(200') MDA(H) 480'(401') ABCD
FULL ALS out ALS out Max
Kts MDA(H) VIS
RA 100'
A RVR 900m 100 590' (507') 1500m
DA(H) 179'(100')
RVR 1500m
B
RVR 550m RVR 1000m
135 740' (657') 1600m
PANS OPS 4
PANS OPS 4
RVR 1000m
C RVR 1800m 180 840' (757') 2400m RVR 300m 1
D RVR 1400m RVR 2000m 205 840' (757') 3600m
1 Operators applying U.S. Specs: Autoland or HGS required below RVR 350m.
CHANGES: Arrivals withdrawn. Bearings. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED. CHANGES: Arrivals withdrawn. Bearings. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.
JEPPESEN LONDON, UK
.Eff.24.Nov. 11-2A
HEATHROW 18 NOV 05 11-2 .Eff.24.Nov. 1 ILS DME Rwy 09R HEATHROW 1
CAT II ILS DME Rwy 09R
180^
180^
113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9 113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9
CAT II ILS
TM
TM
LOC Final GS ILS Apt Elev 83' LOC Final GS Apt Elev 83'
RADA(H)
100'
BRIEFING STRIP
BRIEFING STRIP
IBB Apch Crs D4.0 IBB DA(H) 2100' 2300' IBB Apch Crs D4.0 IBB 2100' 2300'
*109.5 092^ 1405'(1330') 275'(200') RWY 75' *109.5 092^ 1405'(1330') 175'(100') RWY 75'
360^
360^
MISSED APCH: Climb STRAIGHT AHEAD to 3000', then as directed. MISSED APCH: Climb STRAIGHT AHEAD to 3000', then as directed.
In event of radio failure see 11-5. MSA In event of radio failure see 11-5. MSA
Alt Set: hPa Rwy Elev: 3 hPa Trans level: By ATC Trans alt: 6000' ARP Alt Set: hPa Rwy Elev: 3 hPa Trans level: By ATC Trans alt: 6000' ARP
Special Aircrew & Acft Certification Required.
852' 794' 735' 852'
500' 500' 794' 735'
811' 1 ILS: Acft unable to receive DME 811'
advise ATC. Equivalent radar 1 Acft unable to receive DME
fix will be provided at advise ATC. Equivalent radar
20
1184' D7.5 IBB and D4.0 IBB. 1184' fix will be provided at
C277HCHTT
CHILTERN LOC: Not available without ILS DME.
C277HCHTT
CHILTERN D7.5 IBB and D4.0 IBB.
20
51-40 614' 554' ILS DME reads zero at rwy 09R 51-40 614' 554' ILS DME reads zero at rwy 09R
displ thresh. displ thresh.
995' 650' 995' 650'
293 ^ 978' MISSED 293 ^ 978'
15
647' MISSED 300 627' 300 627'
647'
APPROACH 0 APPROACH 0
HOLDING 113^ 558' HOLDING 113^
750' 558'
15
750'
EG(R)-158 EG(R)-158
Northolt 616' 542' Northolt 616' 542'
L113.6OLONN
LONDON 528' 739'
L113.6OLONN
LONDON 528' 739'
10
545' D 671' 545' D 671'
EG(R) EG(R)
D7.5 IBB -157 D7.5 IBB
10
51-30 51-30 -157

D8.2 LON D8.2 LON
092^ EG(R) 092^ EG(R)
092^ -160
EG(R)-160
092^ -160
EG(R)-160
5
D4.0 IBB D1.0 D0.5 D4.0 IBB D1.0
D4.8 LON IBB IBB D4.8 LON IBB
1087'
5
1087'
IBBILS DME
092^ *109.5 IBB 766' E316PEPMM
EPSOM
IBB ILS DME
092^ *109.5 IBB 766' E316PEPMM
EPSOM
0
EG(D)-133 Fairoaks MISSED APCH EG(D)-133 Fairoaks MISSED APCH
Blackbushe HOLDING 1168' Blackbushe HOLDING 1168'
51-20 51-20
0
EG(D)-132
274^ EG(D)-132
274^
EG(D)-133A 3000 EG(D)-133A 3000
Farnborough Farnborough
01-00 00-40 01-00
00-50 00-30 094^ 614' 00-10 00-50 00-40 00-30 094^ 614'
00-10
5
LOC IBB DME 7.0 6.0 5.0 4.0 3.0 2.0
(GS out) ALTITUDE 2370' 2050' 1730' 1410' 1090' 770'
D7.5 IBB
D8.2 LON D4.0 IBB
5
D4.0 IBB D4.8 LON

2500' D4.8 LON 2500' 092^ GS 1405'
092^ GS 1405'
D1.0 IBB D1.0 IBB
D0.5
GS 445' IBB GS 445' TCH displ
D7.5 IBB TCH displ
LOC thresh 52'
D8.2 LON thresh 52'
1410'
3.5 3.0 0.5
0.5
RWY 09R 75' 3.5 3.0 1.0 RWY 09R 75'
ILS GS 3.00^ or
3000' GS 3.00^ 377 485 539 647 755 862
3000'
539 on 092^ on 092^
LOC Descent Gradient 5.2% 377 485 647 755 862 PAPI PAPI
MAP at D0.5 IBB
.JAR-OPS. STRAIGHT-IN LANDING RWY 09R CIRCLE-TO-LAND .JAR-OPS. STRAIGHT-IN LANDING RWY 09R
DA(H) 275'(200') MDA(H) 480'(405') ABCD
Kts MDA(H) VIS
RA 100'
A RVR 900m 100 590' (507') 1500m
DA(H) 175'(100')
RVR 1500m
B
RVR 550m RVR 1000m
135 740' (657') 1600m
PANS OPS 4
PANS OPS 4
RVR 1000m
C RVR 1800m 180 840' (757') 2400m RVR 300m 1
D RVR 1400m RVR 2000m 205 840' (757') 3600m
JEPPESEN LONDON, UK
ILS DME Rwy 27L .Eff.24.Nov. 11-3A CAT II ILS DME Rwy 27L
HEATHROW 18 NOV 05 11-3 .Eff.24.Nov. 1 HEATHROW 1
113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9 113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9
180^
180^
CAT II ILS
TM
TM

Apt Elev 83' Apt Elev 83'
RA 102'
BRIEFING STRIP
BRIEFING STRIP
ILL Apch Crs D4.0 ILL DA(H) ILL Apch Crs D4.0 ILL
2100' 2300' DA(H)
*109.5 272^ (1330') 1407'
(200') RWY 277' 77' *109.5 272^ (1330') 1407' RWY 77' 2100' 2300'
177'(100')
MISSED APCH: Climb STRAIGHT AHEAD, when passing 1080' or D0.0 ILL, MISSED APCH: Climb STRAIGHT AHEAD, when passing 1080' or D0.0 ILL,
360^
360^
whichever is later, climbing turn LEFT on track 150^ to 2000'. When whichever is later, climbing turn LEFT on track 150^ to 2000'. When
passing D6.0 LON climb without delay to 3000', then as directed. MSA passing D6.0 LON climb without delay to 3000', then as directed.
In event of radio failure see 11-6. ARP In event of radio failure see 11-6. MSA
794' 920'
500'
794' 920'
1 ILS: Acft unable to receive DME 500'
advise ATC. Equivalent radar fix 1 Acft unable to receive DME
C277HCHTT
CHILTERN will be provided at D7.5 ILL and
20
C277HCHTT
CHILTERN advise ATC. Equivalent radar
51-40 D4.0 ILL. 742' fix will be provided at
554' Stapleford
20
1154' LOC: Not available w/o ILS DME. 51-40 D7.5 ILL and D4.0 ILL. 742'
614' 554' Stapleford
ILS DME reads zero at rwy 27L 1154'
614' ILS DME reads zero at rwy 27L
threshold. MISSED threshold.
293^ 627' APPROACH
300
MISSED 0 HOLDING 300 293 ^ 627'
15
APPROACH 113^ 558'
EG(R)-160 0
HOLDING 558'
15
Northolt 616' 542'

EG(R)-158 113^ EG(R)-160
EG(R)-158
Northolt 616' 542'
L113.6OLONN
D
LONDON
D4.0ILL
528' 739'
671'
806'
EG(R)-159
London (City) L113.6OLONN
D
LONDON
D4.0ILL
528' 739'
671' EG(R)-159
10
D5.3 LON EG(R)
D5.3 LON 806' London (City)
51-30 D1.0 -157 EG(R)
10
ILL D7.5ILL 579'

51-30 D1.0 -157
D8.7 LON
EG(D)-107 ILL D7.5ILL
D8.7 LON
EG(D)-107
D0.0 D0.5
Westland 272^ Westland 272^
ILL ILL D0.0
5
1087' ILL
150
150
5
1087'
D6.0 LON
ILL ILS DME
ILL
^
ILS DME
^
766' 272^ *109.5 ILL D6.0 LON 272^ *109.5 ILL
766'
EG(D)-133
E316PEPMM
EPSOM
Biggin Hill EG(D)-133
E316PEPMM
EPSOM
0
1168'
51-20 Fairoaks 1168' Biggin Hill
274^
0
643' 718' 51-20 Fairoaks

EG(D)-133A 3000 274^ 643' 718'
1035'
EG(D)-132 MISSED APPROACH EG(D)-133A 3000 1035'
823'
00-40 00-30 094^00-20 614' 00-10 HOLDING 00-10 EG(D)-132 MISSED APPROACH
823'
00-10 HOLDING
00-00 614'
LOC ILL DME 2.0 3.0 4.0 5.0 6.0 7.0
00-40 00-30 094^00-20 00-00 00-10
5
(GS out) ALTITUDE 770' 1090' 1410' 1730' 2050' 2370' D4.0 ILL
5
D5.3 LON
D4.0 ILL GS 1407' 2500'
D5.3 LON 2500'
D1.0 ILL
GS 1407'
272^ D1.0 ILL
GS 447'
272^
D0.5 GS 447'
ILL TCH 56' D7.5 ILL
TCH 56' LOC D7.5 ILL D8.7 LON
D8.7 LON
1410'
RWY 27L 77' 0.5 3.0 3.5
RWY 27L 77' 1.0 3.0 3.5
0.5
ILS GS 3.00^ or
1080' D0.0 150^ GS 3.00^ 377 485 539 647 755 862
1080' D0.0 150^
LOC Descent Gradient 5.2% 377 485 539 647 755 862 PAPI whichever ILL PAPI whichever ILL
later later
MAP at D0.5 ILL LT LT
.JAR-OPS. STRAIGHT-IN LANDING RWY 27L CIRCLE-TO-LAND .JAR-OPS. STRAIGHT-IN LANDING RWY 27L
DA(H) 277'(200') MDA(H) 490'(413') ABCD
Kts MDA(H) VIS
RA 102'
A RVR 900m 100 590' (507') 1500m
DA(H) 177'(100')
RVR 1500m
B
RVR 550m RVR 1000m
135 740' (657') 1600m
PANS OPS 4
PANS OPS 4
RVR 1000m
C RVR 1800m 180 840' (757') 2400m RVR 300m 1
D RVR 1400m RVR 2000m 205 840' (757') 3600m
JEPPESEN LONDON, UK
HEATHROW 18 NOV 05 11-4 .Eff.24.Nov. 1 ILS DME Rwy 27R HEATHROW .Eff.24.Nov. 11-4A CAT II ILS DME Rwy 27R
1
180^
113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9 113.75 115.1 128.07 119.72 118.5 118.7 121.7 121.9
180^
CAT II ILS
TM
TM

Apt Elev 83' Apt Elev 83'
RA 102'
BRIEFING STRIP
BRIEFING STRIP
IRR Apch Crs D4.0 IRR DA(H) 2100' 2300' IRR Apch Crs D4.0 IRR
DA(H) 2100' 2300'
*110.3 272^ 1408'(1330') 278'(200') RWY 78' *110.3 272^ 1408'
(1330') 178'(100') RWY 78'
360^
MISSED APCH: Climb STRAIGHT AHEAD when passing 1580' or D0.0 IRR, MISSED APCH: Climb STRAIGHT AHEAD when passing 1580' or D0.0 IRR,
360^
whichever is later, climbing turn RIGHT on track 320^ to 3000', then as whichever is later, climbing turn RIGHT on track 320^ to 3000', then as
directed. In event of radio failure see 11-6. MSA directed. In event of radio failure see 11-6.
ARP MSA
1 ILS:
500' 794' Acft unable to receive DME
advise ATC. Equivalent radar 500' 794' 920'
1 Acft unable to receive DME
C277HCHTT
CHILTERN D7.5 IRR and D4.0 IRR.
20
C277HCHTT
51-40
LOC: 742' CHILTERN fix will be provided at
554' Not available without ILS DME. Stapleford
20
1154' 51-40 D7.5 IRR and D4.0 IRR. 742'

614' 554' Stapleford
ILS DME reads zero at rwy 27R 1154' ILS DME reads zero at rwy 27R
614'
threshold. threshold.
MISSED
300
293 ^ 627' APPROACH 293 ^
MISSED 0 627'
HOLDING 300
15
APPROACH 558' 0
HOLDING 113^ EG(R)-160
558'
15
616' 542'
EG(R)-158 113^ EG(R)-160
Northolt EG(R)-158
Northolt 616' 542'
L113.6OLONN
32
LONDON 528' 739'

L113.6OLONN
0^
EG(R)-159
32
D D0.5 671' LONDON 739'
528' EG(R)-159
0^
IRR 806' London (City) D 671'
10
D4.0IRR D7.5IRR EG(R)
806' London (City)
51-30 D5.3 LON -157 D4.0IRR EG(R)
10
D8.7 LON 51-30 D5.3 LON D7.5IRR -157

272^ EG(D)-107
D8.7 LON
272^ EG(D)-107
D1.0 Westland
2 ILS GS flag indications D0.0
IRR D1.0 Westland
2 ILS GS flag indications IRR
may be noticed when
IRR D0.0
5
below glide path in may be noticed when
1087' IRR
IRR
the region of 8^ LEFT 2 below glide path in
5
ILS DME 1087'

of centerline. the region of 8^ LEFT
IRR
272^ *110.3 IRR of centerline. 2 ILS DME
766'
EG(D)-133
E316PEPMM
EPSOM
1168' Biggin Hill
766'
EG(D)-133
E316PEPMM
EPSOM 272^ *110.3 IRR
0
51-20 Fairoaks 1168' Biggin Hill
274^
0
643' 718' 51-20 Fairoaks

EG(D)-133A 3000 274^ 643' 718'
1035'
EG(D)-132 MISSED APPROACH EG(D)-133A 3000 1035'
823'
00-40 00-30 094^00-20 614' 00-10 HOLDING 00-00 00-10 EG(D)-132 MISSED APPROACH
823'
00-40 00-30 094^00-20 614' 00-10 HOLDING 00-00 00-10
LOC IRR DME 2.0 3.0 4.0 5.0 6.0 7.0
5
(GS out) ALTITUDE 770' 1090' 1410' 1730' 2050' 2370'
5
D4.0IRR D4.0IRR
D5.3 LON
D5.3 LON D1.0 IRR GS 1408' 2500'
D0.5 D1.0 IRR GS 1408' 2500'
GS 448'
IRR 272^ GS 448' 27 2^
TCH 56' D7.5 IRR D7.5 IRR
LOC D8.7 LON TCH 56' D8.7 LON
1410'
RWY 27R 78' 0.5 3.0 3.5 RWY 27R 78' 1.0 3.0 3.5
0.5
ILS GS 3.00^ or
1580' D0.0 320^ 3.00^ 377 485 539 647 755 862
1580' D0.0 320^
whichever IRR whichever IRR
GS
LOC Descent Gradient 5.2% 377 485 539 647 755 862 PAPI PAPI
later later
MAP at D0.5 IRR RT RT
.JAR-OPS. STRAIGHT-IN LANDING RWY 27R CIRCLE-TO-LAND .JAR-OPS. STRAIGHT-IN LANDING RWY 27R
DA(H) 278'(200') MDA(H) 480'(402') ABCD
Kts MDA(H) VIS
RA 102'
A RVR 900m 100 590' (507') 1500m DA(H) 178'(100')
RVR 1500m
B
RVR 550m RVR 1000m
135 740' (657') 1600m
PANS OPS 4
PANS OPS 4
RVR 1000m
C RVR 1800m 180 840' (757') 2400m RVR 300m 1
D RVR 1400m RVR 2000m 205 840' (757') 3600m
Apt Elev 83' 18 NOV 05 11-5 .Eff.24.Nov. HEATHROW Apt Elev 83' 18 NOV 05 11-6 .Eff.24.Nov. HEATHROW
PROCEDURES TO BE USED IN THE EVENT OF RADIO PROCEDURES TO BE USED IN THE EVENT OF RADIO
FAILURE FOLLOWING A MISSED APPROACH RWY 09L/R FAILURE FOLLOWING A MISSED APPROACH RWY 27L/R
814' 920'
814' 794'
B113.75N NBNN C277HCHTT
500' 920' BOVINGDON 794'
D 500'
C277HCHTT
CHILTERN CHILTERN
1184'
L115.6A LAM
D
M
LAMBOURNE
20
20
742'
51-40 614'
51-40 614'
554'
1154' 1154'
554'
D34.0 LAM 650'
995' 650'
At 3000' 293^ 111^
268^
647' 268^
3000
300
113^ 0
D10.0
LON
627'
D10.0 300
0
15.
300
0
627'
IRR
ILS DME 27R
272^ *110.3 IRR
15
15
692' 558' EG(R)-160 LON 113^ 0
EG(R)-157
IAA
EG(R)-158
(R-001 GWC)
ILS DME 09L

616' 542' 558' 542' D19.0BNN
092^ *110.3 IAA Northolt Northolt
MAX 180 KT
181^
616' EG(R)-158 EG(R)-159

D10.0 IAA 528' 739' D10.0 IRR 528'
^
545' 545' 672'

040
671' London-
At 3000' 32 3000' City
D39.0
L113.6OLONN
LONDON EG(R) 0^ At 739'
10
10
806'
L113.6OLONN
D LONDON
51-30 GWC -157 51-30
D7.5 IAA D D7.5IRR
092^ 092^ 272^ EG(D)
-107
092^ D10.0 D7.5 1083'
272^
D7.5 At 2500'
At 2500'
180^
D10.0 IBB LON ILL
IBB D10.0 ILL
5
5
IB BIBB
150
360^
ILS DME 09R 1087' ^
3000' 092^ *109.5 At 3000' 065
^
At
D12.0
OCK
766'
Fairoaks EPM EPSOM
316 EPM
766'
E316PEPMM
EPSOM D6.0
LON ILL
ILS DME 27L
272^ *109.5 ILL
9.0 D12.0
MAX 180 KT 14.3 EG(D)-133
1168' Biggin Hill
077^ 0
0
OCK
0
51-20 Blackbushe
3000
284^ 51-20 30 0
1168'
EG(D)-133
274^ Fairoaks 643' 718'
G114.75
W GWC
C
GOODWOOD EG(D)-133A 3000 EG(D)-133A
EG(D)-132 3000 274^
O115.3
C OCKK O115.3C OCKK
D EG(D)-132 OCKHAM OCKHAM
Farnborough D Farnborough D 1035'
094^ 614' 094^ 614' 823'
791' 1014'
00-50 00-40 00-30 00-20 00-10 00-40 00-30 00-20 00-10 774' 00-00
00-50
5
5
Holdings, initial and intermediate approach valid up to 220 KT. Holdings, initial and intermediate approach valid up to 220 KT.
VIA EPSOM NDB VIA EPSOM NDB
MISSED APCH: In event of radio failure, on passing D10.0 LON proceed to
EPM NDB at 3000', thence: MISSED APCH: In event of radio failure, on reaching 3000' proceed to
EPM NDB at 3000', thence:
Rwy 09L: After holding leave EPM NDB on track 284^ maintaining 3000'.
At D12.0 OCK (MAX 180 KT) turn RIGHT to intercept ILS localizer course Rwy 27L: After holding leave EPM NDB on R-077 OCK maintaining 3000'.
to be established at D10.0 IAA. After D10.0 IAA descend to 2500'. At D12.0 OCK turn LEFT onto track 360^. At R-065 OCK turn LEFT to
Continue approach as charted for rwy 09L. intercept ILS localizer to be established at D10.0 ILL. After D10.0 ILL
descend to 2500'. Continue approach as charted for rwy 27L.
Rwy 09R: After holding leave EPM NDB on track 284^ maintaining 3000'.
At D12.0 OCK (MAX 180 KT) turn RIGHT to intercept ILS localizer course Rwy 27R: After holding leave EPM NDB on R-077 OCK maintaining 3000'.
to be established at D10.0 IBB. After D10.0 IBB descend to 2500'. At D12.0 OCK turn LEFT onto track 360^. At R-065 OCK turn LEFT to
Continue approach as charted for rwy 09R. intercept ILS localizer to be established at D10.0 IRR. After D10.0 IRR
descend to 2500'. Continue approach as charted for rwy 27R.
VIA CHILTERN NDB VIA CHILTERN NDB
CHT NDB at 3000', thence:
CHT NDB at 3000', thence:
Rwy 09L: After holding leave CHT NDB on R-268 LAM maintaining 3000'. At Rwy 27L: After holding leave CHT NDB on track 111^ maintaining 3000'.
D34.0 LAM turn LEFT to 181^ (R-001 GWC). At D39.0 GWC turn LEFT to At D19.0 BNN (MAX 180 KT) turn RIGHT to intercept ILS localizer to be
intercept ILS localizer course to be established at D10.0 IAA. After established at D10.0 ILL. After D10.0 ILL descend to 2500'. Continue
D10.0 IAA descend to 2500'. Continue approach as charted for rwy 09L. approach as charted for rwy 27L.
Rwy 09R: After holding leave CHT NDB on R-268 LAM maintaining 3000'. At Rwy 27R: After holding leave CHT NDB on track 111^ maintaining 3000'.
PANS OPS 4
PANS OPS 4 D34.0 LAM turn LEFT to 181^ (R-001 GWC). At D39.0 GWC turn LEFT to At D19.0 BNN (MAX 180 KT) turn RIGHT to intercept ILS localizer to be
intercept ILS localizer course to be established at D10.0 IBB. After established at D10.0 IRR. After D10.0 IRR descend to 2500'. Continue
D10.0 IBB descend to 2500'. Continue approach as charted for rwy 09R. approach as charted for rwy 27R.
CHANGES: Procedure. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED. CHANGES: Procedure. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.
HEATHROW 18 NOV 05 18-1 SRA Rwy 09L/R HEATHROW 18 NOV 05 18-2 SRA Rwy 27L/R
*ATIS HEATHROW Director (APP) *HEATHROW Radar HEATHROW Tower *Ground *ATIS HEATHROW Director (APP) *HEATHROW Radar HEATHROW Tower *Ground
113.75 115.1 128.07 119.72 125.62 118.5 118.7 121.7 121.9 113.75 115.1 128.07 119.72 125.62 118.5 118.7 121.7 121.9
TM
TM
Final Minimum Alt MDA(H) 83'

Apt Elev Final Minimum Alt MDA(H) 83'
Apt Elev
180^
BRIEFING STRIP
180^
BRIEFING STRIP
RADAR Apch Crs See Refer to RWY 09L 79' RADAR Apch Crs See Refer to RWY 27L 77'
By ATC table below Minimums By ATC table below Minimums
RWY 09R 75' RWY 27R 78'
Missed Approach - See below 2100' 2300' Missed Approach - See below 2100' 2300'
Alt Set: hPa Apt Elev: 3 hPa Trans level: By ATC Trans alt: 6000' Alt Set: hPa Apt Elev: 3 hPa Trans level: By ATC Trans alt: 6000'
1. Initial and intermediate approach valid up to 220 KT. 1. Initial and intermediate approach valid up to 220 KT.
360^
360^
2. QFE altimeter setting normally used on final approach. 2. QFE altimeter setting normally used on final approach.
3. ILS DME reads zero at rwy 09L/R displ thresh. MSA ARP 3. ILS DME reads zero at rwy 27L/R thresh. MSA ARP
C277 HCHTT C277HCHTT
CHILTERN 978' CHILTERN 978'
300 293 ^ 300 293^
0 0
10
MISSED APPROACH MISSED APPROACH
113^ 113^
10
HOLDING HOLDING
51-35 EG(R)-160 51-35 EG(R)-160
092^I*110.3
A A IAA ILS DME 09L
Northolt
558'
616' 542'
IAA
ILS DME 09L
092^ *110.3 IAA Northolt
558'
616' 542'
B421UBURR
BURNHAM
B421UBURR
BURNHAM
L113.6OLONN D
LONDON
IRR
ILS DME 27R
528'
L113.6OLONN
LONDON
528'
IRR
5
EG(R) D
ILS DME 27R EG(R)
272^ *110.3 IRR -157 272^ *110.3 IRR -157
5
51-30 51-30
092^ 272^ 092^ 272^
092^ 272^ 092^ 272^
IBB
ILS DME 09R
I L*109.5LILL IBB
ILS DME 09R
092^ *109.5 IBB
ILL
ILS DME 27L
0
092^ *109.5 IBB ILS DME 27L
272^ 272^ *109.5 ILL
0
51-25 00-40 51-25 00-40

E316PEPMM
EPSOM EPSOM 274^ EPSOM
MISSED APPROACH
E316PEPMM
EPSOM MISSED APCH
HOLDING HOLDING 3000
274^
3000 094^ 00-30 00-20 00-10
094^ RADAR FIX 5.0 4.0 3.0 2.0
00-30 00-20 00-10
ALTITUDE (HAA) 1630'(1547') 1330'(1247') 1030'(947') 730'(647')
5
RADAR FIX 5.0 4.0 3.0 2.0
Minimum Alt/NM 6.0 FAF 4.0
ALTITUDE (HAA) 1630'(1547') 1330'(1247') 1030'(947') 730'(647')
SRA 27L TMN 2.0 NM 1930'(1853') 930' (853')
5
Minimum Alt/NM 6.0 FAF 4.0

SRA 27R TMN 2.0 NM 1930'(1852') 930' (852')
SRA 09L TMN 2.0 NM 1930'(1851') 1180'(1101')
SRA 09R TMN 2.0 NM 1930'(1855') 1180'(1105')
MISSED APCH:
MISSED APCH: Rwy 27L: Climb STRAIGHT AHEAD, when passing 1080' or D0.0 ILL,
Rwy 09L: Climb STRAIGHT AHEAD, when passing 1580' or D0.0 IAA, whichever is later, climbing turn LEFT on track 150^ to 2000'. When
whichever is later, climbing turn LEFT on track 040^ to 3000', then as passing D6.0 LON climb without delay to 3000', then as directed.
In event of radio failure see 11-6.
directed. In event of radio failure see 11-5.
Rwy 09R: Climb STRAIGHT AHEAD to 3000', then as directed. Rwy 27R: Climb STRAIGHT AHEAD, when passing 1580' or D0.0 IRR,
In event of radio failure see 11-5. whichever is later, climbing turn RIGHT on track 320^ to 3000', then
as directed. In event of radio failure see 11-6.
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient 4.9% 347 447 496 595 695 794
Lighting - Refer to Gnd speed-Kts 70 90 100 120 140 160
Refer to Lighting - Refer to
Missed Apch
MAP 2NM from touchdown Airport Chart Descent Gradient 4.9% 347 447 496 595 695 794 Refer to Missed Apch
above Airport Chart
MAP 2NM from touchdown above
.JAR-OPS. STRAIGHT-IN LANDING CIRCLE-TO-LAND .JAR-OPS. STRAIGHT-IN LANDING CIRCLE-TO-LAND
SRA 09L SRA 09R SRA 27L SRA 27R
MDA(H) 730'(651') MDA(H) 730'(655') Max
MDA(H) 730'(653') MDA(H) 730'(652') Max
ALS out ALS out Kts MDA(H) VIS ALS out ALS out Kts MDA(H) VIS
A RVR 1200m
RVR 1500m
RVR 1200m
RVR 1500m
100 730' (647') 1500m A RVR 1200m
RVR 1500m
RVR 1200m
RVR 1500m
100 730'(647') 1500m
B 135 740' (657') 1600m B 135 740'(657') 1600m
PANS OPS 4
PANS OPS 4
RVR 1400m RVR 1400m RVR 1400m RVR 1400m
C 180 840'(757') 2400m C 180 840'(757') 2400m
RVR 2000m RVR 2000m RVR 2000m RVR 2000m
D RVR 1800m RVR 1800m 205 840'(757') 3600m D RVR 1800m RVR 1800m 205 840' (757') 3600m
CHANGES: Bearings. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED. CHANGES: Bearings. | JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.

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Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06. Licensed to BRITISH AIRWAYS PLC, .

Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06.

N51 00.0 E000 52.7

N50 34.5 E001 13.5

N51 38.8 E000 09.1

N51 18.2 E000 35.8

N51 04.0 E000 26.4

without ATC clearance.

N51 18.2 E000 35.8

N51 19.9 E000 02.1

BIG VOR unserviceable

N51 00.0 E000 52.7 F D

114.05 LYD WEA 3

N51 20.1 E000 14.6

3 Aircraft will be instructed by ATC

used for flight planning purposes.

2 As directed by ATC, not to be

descent clearance as follows:

N51 38.8 E000 09.1

*D-ATIS Apt Elev

NOT TO BE USED FOR FLIGHT PLANNING PURPOSES

without ATC clearance.

WHEN BNN VOR UNSERVICEABLE USE

1 BOVVA 3A, 1C, 1D, 1E

LAM 3A3AD5 D18 TC

Pilots should plan for possible descent

Planned at or above FL300 and all air-

WILL BE AS DIRECTED BY ATC.

2 Due to proximity of EG(D)-138 do

ACTUAL DESCENT CLEARANCE

FL250 by LOGAN (Aircraft Flight

FL220 by LOGAN (Aircraft Flight

Speed Limit Point

to fly the appropriate FL.

N51 51.2 W000 57.8

Planned at or below FL290);

craft via airway UP 7);

as follows: W001 06.4

N51 45.0 W000 06.4

N51 29.2 W000 28.0

N51 38.8 E000 09.1

N51 45.0 W000 06.4

N51 38.8 E000 09.1

*D-ATIS Apt Elev Alt Set: hPa

N51 03.2 W000 37.5

N50 51.3 W000 45.4

GWC 114.75 GWC

without ATC clearance.

2 Aircraft will be instructed by D3

Pilots should plan for possible descent

OCK 1E: FL180 10 NM before BEGTO,

holding facility at 250 KT or less.

N50 45.8 W001 14.1

SLP Speed Limit Point

OCK 3B, 1C: FL130 by HAZEL,

N50 31.2 W001 20.0

N50 57.3 W001 20.7

N50 39.8 W001 20.2

N50 45.5 1TOMMO 1E before

N51 19.9 E000 02.1

1 TOMMO 3B [TOMO3B], TOMMO 1C [TOMO1C]

To be used when OCK VOR unserviceable

2 Aircraft will be instructed

by ATC to fly the appro-