By Chris Pawley
Effective 6 December 2018
Airspace Deployment 4 is a redesign of the Dutch interface with AC Clacton. The previous design provided a single routing into the London airspace, regardless of destination. The new design expands the number of airways for inbounds to three, with specific purposes for each. This is part of the Swanwick Airspace Improvement Programme (SAIP).
An overview for the new flow is given below:
The Northerly airway (at NOGRO) accepts all Essex inbounds as well as overflights from the NE
The middle airway (at ABNED) accepts all EHAM outbounds (except those going to Essex), all EGLL inbounds
The Southerly airway (at GALSO) accepts all EGKK/EGLC inbounds as well as overflights from the SE
New RNAV 1 STARs are introduced for Heathrow, Gatwick, Thames, Essex and Southend
Note these STARs are named following the ICAO standards, after the first waypoint rather than the last waypoint as is typical in the UK.
New SIDs are introduced for Gatwick outbounds
Airspace in the vicinity of CLN is redesigned also, with new routings for some aircraft which avoids the CLN VOR.
Agreements at GORLO are revised for these changes
The REFSO delegated area becomes the IBNOS delegates areas and has expanded slightly (shown below together with the SASKI area):
There are new agreed levels diagrams to support these changes, we are (re) negotiating the text for a new LoA with the Dutch vACC.
Thanks to @Sebastian Rekdal for preparing the graphics for these changes
By Chris Pawley
Effective 09 November 2017
Liverpool STARs via TIPOD to the North-West are truncated and redesignated
TIPOD2A is truncated at MALUD and is redesignated TIPOD3A
TIPOD1B is truncasted at PENIL and is redesignated TIPOD2B
There are no significant alterations to operational procedures, all agreed levels previously documented remain applicable.
The UK sector file is updated to reflect these changes, other documentation will be forthcoming in a future update.
By Chris Pawley
Effective 06 December 18
LAM3A STAR is redesignated LOGAN1H in line with ICAO standard format.
There is no change to routing.
The Sector File version 2018/13 contains these changes; other documentation will be updated in a coming cycle.
By Harry Sugden
This post is intended to introduce the CPT gate, as well as to clarify the agreement between Heathrow INT South (LL INT S) and London TC South-West (TC SW) for easterly Compton departures from Heathrow.
LL INT S is required to take control of aircraft following CPT departures, which conflict with the intermediate or final approach stream. LL INT S is to climb the aircraft to the agreed level and then transfer control to TC SW.
Prior to switching from westerly to easterly operations, LL AIR DEPS will contact LL INT S and request free flow for CPT departures. Before LL INT S approves the free flow on CPT departures, they shall liaise with TC SW.
LL AIR DEPS will transfer the aircraft to LL INT S who shall identify, validate and verify the traffic.
LL INT S shall transfer CPT departures to TC SW by silent handover subject to the following conditions:
The aircraft is climbing to MSL+1 level by the western edge of the Heathrow easterly RMA; The aircraft is delivered to TC SW on an assigned radar heading, positioned through the CPT gate; The allocated heading should, subject to traffic, position the departure towards the northern side of the airway L9 but must not track the aircraft into TC North-West airspace; LL INT S shall ensure that the aircraft is at 4000ft or above abeam WOD.
Figure 1 - CPT gate
The heading allocated by LL INT S must ensure that a minimum of 3NM separation is maintained from other traffic on intermediate and final approach under control of LL INT N or LL FIN directors.
LL INT S shall not clear aircraft to climb above MSL+1 without prior coordination with TC SW.
LL INT S shall not climb Heathrow easterly CPT departures above 6000ft unless 3NM north of the southern boundary of the London CTR.
On transfer of communication the traffic is released to TC SW for further climb. TC SW shall not vector the aircraft from the assigned heading until:
The aircraft is at or above MSL+1;
OR The aircraft has passed abeam WOD. If the departure is unable to meet the terms of this standing agreement, either the level restriction or lateral positioning through the CPT gate, LL INT S must coordinate with TC SW. Where possible, this should take place before WOD.
TC SW is responsible for separation against all traffic outside of the Heathrow RMA.
Thanks to @Matthew Weddell for his help with the diagram and this procedure.
By Chris Pawley
Effective 11 October 2018
The following frequencies are converted to 8.33 kHz spacing:
Heathrow Intermediate South APP 134.975 becomes 134.980 due to 8.33 kHz spacing restrictions, we are unable to replicate this. Therefore the existing frequency is retained as it is the closest usable frequency.
I am aware many other Heathrow frequencies were updated recently also. When the AIRAC data contains these changes, they will also be reflected where possible.
We will update the relevant documentation in the future.