1. GENERAL
1.1. ATIS
D-ATIS Arrival 113.750 117.0 128.080
D-ATIS Departure 121.935 (Non-8.33kHz-equipped ACFT should contact Heathrow Delivery.)
1.2. NOISE ABATEMENT PROCEDURES
1.2.1. 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 APT.
必要時偏離 遵守 能實行的
1.2.2. PREFERENTIAL RWY SYSTEM
優先
When tailwind component is not greater than 5 KT on RWYs 27R/L, these RWYs will be used in preference to RWY 09R/L, provided the RWY surface is dry.
Pilots asking for permission to use the RWY into the wind when RWYs 27R or 27L are in use, should understand that their arrival or departure may be delayed.
1.2.3. REVERSE THRUST
Avoid use of reverse thrust between 2330-0600LT except for safety reasons.
1.2.4. USE OF AUXILIARY POWER UNIT (APU)
APU only to be used when neither Fixed Electrical Ground Power (FEGP) nor Ground Power Unit is supplied or both units are unserviceable.
APU must be shut down at the earliest opportunity on arrival on stand.
到達停機位後必須盡快關閉
APUs are not permitted to be used between 2330-0600LT on:
- Cargo area stands 601 thru 609 and 611 thru 616;
- Stands 401 thru 403 and 429 thru 432, except in emergency.
No APU is to be left running unless either a qualified person is in attendance or APU has both an auto-shut down and auto-extinguishing facility.
Restrictions on the use of APUs:
ACFT | Before Estimated Time of Departure - Start | Arrival Terminating Operation - Shut Down |
Narrow Body | No more than 15 minutes | ㅤ |
Wide Body, B747, B767, B777, B787, MD11, A300, A310, A330, A340 | No more than 30 minutes | 10 minutes after arrival on stand |
A380 | No more than 60 minutes | 15 minutes after arrival on stand |
Exceptions to these restrictions are:
例外
- When the ACFT is scheduled to be towed, the APU may be started if no other external power source is available but no earlier than 10 minutes prior to the planned movement.
- When the planned towing movement specified above is delayed due to ATC, then the APU may be left running.
- If the ambient cabin temperature is too high and the Pre-Conditioned Air (PCA) is unable to bring the temperature to a desired value after an extended period of use, or the PCA cannot be used/is not available, such as during a strong wind warning (as promulgated through APT Operations Plan (AOP) and the APT Community Apps), APU may be used:
- 30 minutes before ETD for narrow body ACFT;
- 55 minutes before ETD for wide body ACFT (except for A380);
- 90 minutes before ETD for A380.
1.2.5. ENGINE GROUND RUNNING
Noise from ground running of ACT engines is controlled in accordance with instructions issued by Heathrow APT LTD.
依照
To make use of the Engine Ground Run pens contact British Airways maintenance control on 020-8513 0880. Requests will only be accepted when there is spare capacity.
圈/欄 剩餘容量
1.2.5.1. OPERATIONS AT TERMINAL 4 (BETWEEN 2330-0600LT)
Stands 401 thru 403 and 429 thru 432, except in an emergency, no use of ACFT engines shall be permitted to, from or onto these stands.
TWY S east of V apron or through link 41 to S1 and reverse. ACFT are prohibited from accessing and departing from the terminal site by taxiing on the route above except in an emergency or as a consequence of essential maintenance work on the alternative access routes.
1.2.5.2. OPERATIONS AT TERMINAL 5 (BETWEEN 2330-0600LT)
ACFT arriving at terminal 5 and those scheduled to depart in that period, will use stands closest to the centre of the site in preference to outer stands.
Taxiing operations to the North and South of the T5 application site will be restricted to inner TWYs only, except in an emergency or for the maintenance of the RWY and TWY system.
1.2.6. NIGHTTIME RESTRICTIONS
Any ACFT which has a noise classification between 96 and 98.9 EPNdB may not be scheduled to take off or land between 2330-0600LT.
Any ACFT which has a noise classification greater than 98.9 EPNdB may not take off or land between 2300-0700LT.
Any ACFT may not take off or be scheduled to land between 2300-0700LT where the operator of that ACT has not provided (prior to its take-off or prior to its scheduled landing times as appropriate) sufficient information to enable the APT authority to verify its noise classification.
足夠的
1.3. LOW VISIBILITY PROCEDURES (LVP)
1.3.1. GENERAL
During CAT Il and III operations, special ATC LVPs will be applied. Pilots will be informed when these procedures are in operation via ATIS or RTF. ATC LVPs will only be applied when the RVR is less than 600m.
Radiotelephony (RTF) provides the means by which pilots and ground personnel communicate with each other.
1.3.2. ARRIVAL
- Surface Movement Guidance and Control System (SMGCS) is normally available and all RWY exits will then be illuminated. Pilots should select the first convenient exit.
- Pilots are to delay the call "RWY vacated" until ACFT has completely passed the end of the green/yellow colour-coded TWY centerline lights.
1.3.3. DEPARTURE
The ILS on the departure RWY will be turned off when the IRVR is greater than 250m. Pilots requiring the ILS for departure when the IRVR is in the range 275m to 550m must inform HEATHROW Delivery.
1.4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM
APT is equipped with Mode S movement radar. Pilots must ensure that:
ACFT transponder is set to transmit Mode S signals, and the assigned code, from the request to push-back or taxi, whichever is earlier and after landing, continuously until ACFT is parked on stand.
After parking, Mode A code 2000 must be set before selecting OFF or STDBY.
1.5. RWY OPERATIONS
1.5.1. RWY CROSSING PROCEDURE
After crossing RWY 09R/27L and having reported RWY vacated, the ACT will be instructed to revert to Ground for further clearance. In absence of further clearance pilot should turn onto the first available TWY and stop.
若沒有
1.6. TAXI PROCEDURES
1.6.1. GENERAL
Pilots who intend to execute a reduced engine taxi-out must report their intention to delivery on first contact by data link or if possible by RT.
打算執行 意圖
In the apron areas minimum engine power shall be used as far as possible, and use of reverse thrust for maneuvering to and from a stand is not permitted.
Whenever operationally and safely feasible, all ACT are requested to shut down as many engines as possible while taxiing and holding on the ground, EXCEPT in the following circumstances:
可行 情況
- By any ACFT that is required to cross an active arrival RWY;
- By any ACFT exiting T and turning West onto S, Link 44 and Link 42, due to jet blast;
- By B777 variants in G and H due to jet blast.
Pilots are to use the minimum power necessary when maneuvering on the TWY system. This is of particular importance when maneuvering in the apron cul-de-sacs, where jet blast can affect adjacent stands.
死胡同 相鄰
Pilots are reminded of the extreme importance of maintaining a careful lookout at all times and are at all times responsible for wingtip clearance, notwithstanding the TWY lighting system.
儘管
Any ACFT with a CTOT should plan Reduced Engine Taxi to be ready for departure at CTOT -5 minutes.
Calculated Take Off Time (CTOT) - The time provided by the Central Flow Management Unit (CFMU), taking into account the European Civil Aviation Conference (ECAC) ATC flow situation, that an aircraft has been calculated to take off. The CTOT, also known as the ATFM ( Air Traffic Flow Management) slot, has a tolerance of – 5 to +10 minutes
1.6.2. RESTRICTIONS
TWY Y between HANLI and TWY A is restricted to ACFT with a maximum size of code C.
Link 56 restricted to ACFT with maximum size code D.
1.6.3. RESTRICTIONS TO LARGE ACT
- A380 ACFT: Reduced "TWY centerline to object clearance" of 161'/ 49m applies on TWY B between F and Link 11, on TWY E between TWY B and Link 36 and on TWY W between TWY S and TWY T and on TWY S between SY6 and TWY T. Reduced clearance of 156'/ 47.5m applies on TWY A at MORRA. Pilots are to ensure that ACFT remain on TWY centerline at all times. Judgemental steering is recommended all times when maneuvering on TWYs. 判斷轉向 Use minimum power when maneuvering at Terminal 4.
- 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.
- AIl B747-400 ACFT on TWY Z must be under tow.
- ACFT Code E and above: It is recommended that flight crews use judgemental steering at all times when maneuvering on the TWYs. These ACFT are not permitted to use the following route: Eastbound on TWY S, at NESSY turning RIGHT onto Link 41 to face West and vice-versa. 反之亦然
- Pilots of B747, B777, B787, A340, A350 and code F ACFT are not permitted to route North on TWY T turning LEFT on TWY S facing west under power.
1.6.4. CODE E TWY TO TWY SEPARATION
Separation of 262'/80m is not met as follows: TWYs A and B between TWY H and AY5.
間隔
1.6.5. CODE E TWY TO STAND OR TWY TO OBJECT SEPARATION
Separation of 142'/ 43.5m is not met on the following TWYs:
- Minimum clearance 139'/ 42.5m - 141'/ 43m. To the East of TWY F between reporting point F1 and TWY G.
- Minimum clearance 121'/ 37m To the South of TWY S between reporting point SY6 and TWY Z.
1.6.6. CODE F TWY TO STAND OR TWY TO OBJECT SEPARATION
Separation of 167'/51m is not met on the following TWY:
- Minimum clearance 160'/ 49m To the South of TWY B (North) between stands 336 and 357.
1.7. PARKING INFORMATION
The majority of stands are equipped with the Advanced Visual Docking Guidance System (A-VDGS). A marshalling service will be provided for the minority of the remaining stands that do not have A-VDGS fitted.
Flight crew must not attempt to self-park if the A-VDGS is not activated or calibrated for their ACFT type.
嘗試
In the event of there being no activated (A-VDGS) displayed upon approach to the stand, flight crews must:
- Hold position on the TWY centerline.
- Inform Ground Movement Control (GMC), they are awaiting stand entry guidance.
- Contact company to arrange activation.
安排/準備/籌劃
Note: GMC may request ACFT to "report parked" - this is not an instruction to self-park.
In the event of a failure of the A-VDGS during parking, flight crews must:
- Inform GMC of a stand entry guidance failure.
- Contact company to arrange a marshaller.
調度員?
1.8. OTHER INFORMATION
1.8.1. AERODROME SAFETY REPORTING
ACFT operators are required to share with Heathrow any occurrence reports for reportable incidents which occur on the ground at Heathrow, or during the initial (take-off) or final (approach and landing) phases of flight to or from Heathrow.
發生的事/事件 階段
1.8.2. RESTRICTED AREAS
R-156 area does not apply to any ACFT making an approach to or departing from London Heathrow APT whilst under the control of LONDON Terminal Control.
2. ARRIVAL
2.1. SPEED RESTRICTIONS
Pilots should typically expect the following speed restrictions to be enforced:
- 220 KT from the holding facility during the initial approach phase;
- 180 KT on base leg/closing heading to the final APCH;
- Between 180 KT and 160 KT when established on the final APCH; and thereafter 160 KT to D4.0.
Adherence to speeds assigned by ATC is mandatory.
嚴守
These speeds are applied for ATC separation purposes.
分離/分開
ATC separation is the practice of keeping aircraft a minimum distance apart to reduce the risk of collision.
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.
分配 準確地
ACFT unable to conform to these speeds should inform ATC and state what speeds can be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational con-straints, advising ATC if circumstances necessitate a change of speed for ACFT performance reasons.
聲明 為了 遵守 迅速地 做得到的 限制 情況 使成為必要
2.2. NOISE ABATEMENT PROCEDURES
減少
The following procedures may at any time be departed from to the extent necessary for avoiding immediate danger or for complying with ATC instructions.
情況
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 APT.
An ACFT approaching to land shall according to its ATC clearance minimize noise disturbance by the use of continuous descent and low power, low drag operating procedures (see below).
Where the use is not practicable, ACFT shall maintain an altitude as high as possible.
切实可行/不切实际
For monitoring purposes, a descent will be deemed to have been continuous provided that no segment of level flight longer then 2.5NM occurs below 6800' and 'level flight' is interpreted as any segment of flight having a height change of not more than 50' over a track distance of 2NM or more, as recorded in the APT noise and track-keeping system.
如果在 6800 英尺以下沒有出現任何 2.5 海裡以上的平飛，則將被視為連續下降，並且“平飛”被解釋為任何高度變化不超過 50 英尺、航跡距離為 2 海裡或以上的飛行段
Propeller-driven ACFT with MTOW above 5700kg and jet ACFT:
ACFT approaching RWY 27L/R between 0600-2330LT
and using the ILS shall not descend below 2500' (Heathrow QNH) on GS before being established on LOC, nor 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 path that would be followed by an ACFT using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 2500'
此後亦是如此
ACFT approaching RWY 27L/R between 2330-0600LT
and using the ILS shall not descend below 3000' (Heathrow QNH) on GS before being established on LOC at not less than 10NM from touchdown, nor 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 path that would be followed by an ACFT using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 3000'
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 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 path that would be followed by an ACFT using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 2500'
ACFT approaching RWY 09L/R between 2300-0700LT
and using the ILS shall not descend below 3000' (Heathrow QNH) on GS before being established on LOC at not less than 10NM from touchdown, nor 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 path that would be followed by an ACFT using the ILS GS, and shall follow a track to intercept the extended RWY centerline at or above 3000'.
CONTINUOUS DESCENT APPROACH
Headings and flight levels/altitudes by ATC. ACFT will be radar-vectored. An estimate of track distance to touchdown will be passed with descent clearance.
Further distance information will be given between descent clearance and the intercept heading to the ILS LOC.
On receipt of descent clearance, descend at the rate best suited to a continuous descent so as to join the GS at the appropriate height for the distance without recourse to level flight.
2.3. CAT II/III OPERATIONS
RWYs 09L/27R and 09R/27L approved for CAT II/III operations, special aircrew and ACFT certification required.
2.4. RWY OPERATIONS
2.4.1. MINIMUM WY OCCUPANCY TIME
Pilots are reminded that rapid exit from the landing RWY enables ATC to apply the minimum spacing on final approach, thereby achieving maximum RWY utilisation and minimising the occurrence of missed approaches. All arrivals are to ensure that they are fully vacated before stopping.
使用率 使降到最低限度
2.4.2. RWY VACATION GUIDELINES
ACFT lands but cannot contact HEATHROW Ground due to RTF congestion:
擁堵
In this case the pilot should completely vacate the landing RWY and taxi into the first TWY available. The pilot should then hold position until contact with Ground can be established.
For A380 preferred exits for vacating are:
RWY 09L: A6.
RWY 09R: S4E and N4E.
RWY 27L: S6 and N6.
RWY 27R: A10E.
Pilots requiring to vacate beyond these exits should inform HEATHROW Approach before leaving the hold.
A380s vacating beyond the following exits will infringe the Localiser Critical Area:
RWY 09L: A5.
RWY 09R: S4E and N4E.
RWY 27L: S6 and N7.
RWY 27R: A11.
違反/違背(侵犯)
Vacating beyond these exits will increase the likelihood of the following ACFT having to break off its approach.
可能性
2.4.3. TIME BASED SEPARATION (TBS) FOR FINAL APPROACH
TBS minima are in permanent use for wake turbulence separation in place of UK fixed distance minima. These are based on the RECAT-EU PWS minima.
長久的/永久的
Approach and Departure Optimised Wake Turbulence Re-Categorisation and Pair-Wise Separation minima ‣
In stronger headwinds, a moderate reduction in separation distances between lead and follower ACFT may be observed in comparison to RECAT-EU PWS distanced based wake turbulence minima.
比較
Requests for RNAV (GNSS) approaches may be refused by Heathrow director to ensure RWY efficiency is maintained.
2.5. OTHER INFORMATION
2.5.1. GENERAL
Warning: The possibility of building-induced turbulence and large windshear effects may occur when landing on RWY 27R in strong southerly / southwesterly winds.
2.5.2 "LAND AFTER" PROCEDURE
Normally, only one ACFT is permitted to land or take-off on the RWY-in-use at any one time. However, when the traffic sequence is two successive landing ACFT, the second one may be allowed to land before the first one has vacated the RWY-in-use, providing:
一連串/順序 連續地
- The RWY is long enough, and there is no evidence to indicate that braking may be adversely affected; 受到不利影響
- It is during daylight hours;
- The first landing ACFT is not required to backtrack to vacate the RWY; 原路返回
- The second ACFT will be able to see the first ACT clearly and continuously until it has vacated the RWY;
- The second ACFT has been warned. ATC will provide this warning by issuing the pilot of the second ACFT with permission to land using the phraseology “ ... land after the (first ACFT type) ..." instead of issuing a landing clearance; 措辭
- Responsibility for ensuring adequate separation between the two ACFT rests with the pilot of the second ACFT. 足夠
An example of the RTF exchange is as follows:
ATC: "(Call sign) RWY (designator), land after the (first ACFT type), surface wind (direction and speed)."
Pilot: "RWY (designator), land after the (first ACFT type), (Call sign)."
3. DEPARTURE
3.1. DE-ICING
Annually, Heathrow publishes an ACFT De-icing Plan (HADIP). All airline operators should ensure that they have read and understood this document.
Heathrow Aircraft De-icing Plan (HADIP) Winter Season 2024/25 ‣ Published Date: 29th November 2024
During periods of high demand for de-icing, Heathrow activates the A-CDM "Win-ter Module" which includes ACFT de-icing rig allocation capability.
需求旺盛 期间 除冰车 分配
In order to request de-icing, pilots should follow their company's standard procedure. In accordance with Heathrow's de-icing plan, operators will enter the requirement for de-icing into A-CDM, which will ensure that de-icing resources are allocated appropriately. If the ACFT is to be de-iced remotely, operating companies will pass this information to pilots prior to push.
合理分配
When doors are closed and ready to commence de-icing on gate, pilots must call HEATHROW Delivery stating "Ready for de-icing". This call must be made at +/- 5 minutes from TOBT.
除冰
Once de-icing on the gate is complete, pilots should call HEATHROW Delivery again, stating "De-icing complete, ready to push and start"
Pilots who have been allocated a remote de-icing area should contact HEATHROW Delivery, stating "Ready to push and start for remote de-icing".
3. DEPARTURE
3.2. START-UP AND PUSH-BACK PROCEDURES
3.2.1. APT-COLLABORATIVE DECISION MAKING (A-CDM)
3.2.1.1. TARGET OFF-BLOCK TIME (TOBT) / TARGET START-UP APPROVAL TIME (TSAT)
‣ TOBT and TSAT - Facts on Airport Collaborative Decision Making WHY ARE TOBT AND TSAT IMPORTANT? : Adherence to the A-CDM target times implies that the available and scheduled resources, such as RWY slot, parking position, gate, pusher or bus service are used optimally. Negative effects of late or non-existent TOBT updates: • No shows at the RWY: Capacities remain unused in times of high demand, resulting in many TSAT changes and additional delays for the entire system • Pushback vehicles and passenger buses are tied up excessively long and are missing elsewhere • Parking positions remain occupied unexpectedly: Arriving aircraft have to wait on the apron or have to be re-located at short notice. This results in late gate changes and delays for the respective turnaround • Fully automated data exchange with EUROCONTROL is no longer based on realistic target take-off times • Non-compliance with CTOTs: A slot returned at short notice can no longer be used by other aircraft. As a consequence, it might result in a very late CTOT allocation afterwards
Pilots should take note of the TSAT which they receive from their airline operator/ground handler or ATC and comply with it.
If TOBT or TSAT can no longer be met, at any time, then TOBT must be updated by airline operator/ground handler.
Pilot should ensure that the flight is ready to depart at TOBT +/- 5 minutes.
3.2.1.2. START REQUEST - HEATHROW DELIVERY
Pilot should report ready to HEATHROW Delivery at TOBT +/- 5 minutes.
ATC will then approve start or in the case of a delay will advise the TSAT.
- Pilots to monitor the frequency from this point, as TSAT can improve up to TOBT.
- Pilots will be informed of an ATC delay to TSAT in excess of 5 minutes. If at TOBT +5 minutes ATC have not received a start-up request the ACFT may lose its position in the sequence.
- ATC will advise the pilot that a new TOBT is required.
- The ACFT will not be allowed to depart until a valid TOBT is entered and revised TSAT given and complied with.
3.2.1.3. REMOTE HOLDING REQUEST
If an airline operator is aware of a CTOT and wishes to take the delay on a TWY rather than on the stand, then they should contact the Tower supervisor via phone to arrange it.
安排
In this instance, TSAT will be adjusted to allow ACFT to be transferred to HEATHROW Ground earlier for remote hold.
在這種情況下
3.2.2. DATALINK DEPARTURE CLEARANCE (DCL)
DCL via SITA or ARINC.
DCL available from 25 minutes prior to EOBT to 15 minutes after EOBT. Clearance will not be issued it requested later than 15 minutes after EOBT.
Successful clearance must be accepted within 5 minutes after receipt or a "Revert to voice" message will be received.
If the attempt to obtain a clearance is unsuccessful, the ACFT should revert to RTF. Regardless of clearance source, departing ACFT must report ACFT type, stand number, QNH and the identification letter of the received ATIS information to HEATHROW Delivery when fully ready for push-back and start.
嘗試取得 恢復 無論
In strong crosswind conditions (crosswind component above 35 KT), pilots are requested to advise Ground Movement Planning, on start-up, of their ACFT crosswind limitations. This is to enable better tactical planning at the RWY holding point and a more efficient departure rate. In those conditions, this requirement will be confirmed through ATIS broadcast and NOTAM (if sufficient time allows).
如果時間允許
3.2.3. START-UP
On first contact with HEATHROW Delivery, pilots are to report ACFT type, stand number, QNH and identification letter of received ATIS info.
All non 833 KHz equipped ACFT should contact ATC on the published number to obtain ATC clearance and weather information.
Between 0630-1400 (0530-1300) and between 1500-2200 (1400-2100) pilots may call for ATC clearance up to 15 minutes prior to being fully ready to push-back.
Pilots who wish to start engines on stand must request permission from HEATHROW Ground not later than 5 minutes after being transferred from Delivery.
All jet ACFT are to advise ATC, if for any reason they are unable to accelerate after noise abatement procedures to 250 KT.
Any jet ACFT with a minimum clean speed greater than 250 KT must inform HEA-THROW Delivery.
ACFT unable to meet SID climb restrictions must inform HEATHROW Delivery via voice prior to push-back.
If within 30 minutes of a previously issued Calculated Take-off Time (CTOT) the flight is unable to comply with that CTOT, the pilot should advise ATC as soon as possible. Pilots are advised that delays in excess of 10 minutes can be expected at holding position. Sufficient time should be allowed for start, push-back and taxi to take account of such a delay especially if required to comply with a Calculated Take-off Time (CTOT).
以考慮到
3.2.4. 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. Pilot should be aware that, in order to maximise capacity within the Kilo (S) cul-de-sac, push-back clearances provided by ATC may include reference to a numbered "Tug Release Point" TRP 1, TRP 2 or TRP 3, which should be passed to ground crew along with the clearance.
防爆屏？ 建築物內都會吸入廢氣 最大限度地
Ground handlers will understand these clearances and perform the push accordingly.
相應地 執行
Before flight crew calls for push-back they must ensure that the tug driver is in the tug, ready to push, and able to listen to the communication with ATC.
Push-back/start clearance must be requested from HEATHROW Ground no later than 5 minutes after being transferred from Delivery.
Push-back approval includes permission to start engines during push-back.
Flight crews should only illuminate ACFT anti-collision lights following engine start or push-back clearance from ATC.
點亮
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 ACT 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 APT.
After take-off operate ACFT so that it is at or above 1090' at 6.5km 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;
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 at points on the ground under the flight path beyond the monitoring terminal.
逐步
Noise preferential routing procedures applicable for all jet ACFT and other ACFT with MTWA of more than 5700kg (between 0600-2330LT of more than 17000kg and except any Dash 7 ACFT) are depicted on London Heathrow SID charts and on page 10-4.
噪音優先 說明
3.3.2. NOISE QUOTA SYSTEM DURING NIGHT (2300-0700LT)
配額
Main restrictions are as follows
- Night Period (2300-0700LT);
- Night Quota Period (2330-0600LT).
The quota count is to be calculated based on the noise classification for the ACT as follows:
ㅤ | ㅤ |
ㅤ | ㅤ |
ㅤ | ㅤ |
3.4. SPEED RESTRICTIONS
When ATC removes MAX 250 KT speed restriction below FL 100 by the phrase "No ATC speed restriction", this must not be interpreted as removing the responsibility to adhere to any speed/power limitations due to noise abatement procedures. If a pilot can anticipate to be unable to comply with speed restriction, state minimum speed acceptable when requesting start-up.
解釋為 免除 遵守 預計
3.5. RWY OPERATIONS
3.5.1. MINIMUM RWY OCCUPANCY TIME
On receipt of line-up clearance, pilots should ensure, commensurate with safety and standard operating procedures, that they are able to taxi into the correct position at the hold and line up on the RWY as soon as the preceding ACFT has commenced its take-off roll.
相當的 前面的
Pilots in receipt of a conditional line-up clearance on a preceding departing ACFT (for example; "ABC123 behind the departing Sky Train A330, line up RWY 27L behind") should remain behind the subject ACFT but may cross the RWY holding point (subject to there being no illuminated red stop bar) and enter the RWY upon receipt of the clearance. There is no requirement for the subject ACFT to have commenced its take-off roll before entering the RWY. Pilots must be aware that there may be a blast hazard as the ACFT on the RWY applies power.
産生巨大噪聲/一陣強勁的氣流
Pilots in receipt of a conditional line-up clearance on a preceding arriving ACFT (for example; "ABC123 behind the landing Sky Train A330, line up RWY 27L behind") may cross the RWY holding point (subject to there being no illuminated red stop bar) as soon as the landing ACFT has passed the RWY entry point.
Pilots who require to back-track the RWY (including line-up from N2W onto RWY 27L) must notify ATC prior to arrival at the holding point.
Pilots are advised that there is an increased risk of RWY Incursions when holding at N11 and NB11. Pilots may mistakenly believe that when on reaching the front of the queue, they have been given permission to line up in turn. Pilots are to be extra vigilant as to whether they have received a line-up clearance from ATC and seek confirmation where there is doubt.
格外警惕 尋求
Whenever possible, cockpit checks must be completed prior to line-up, and any checks requiring completion whilst on the RWY should be kept to the minimum required. Pilots should ensure that they are able to commence the take-off roll immediately after take-off clearance is issued.
期間
Pilots not able to comply with these requirements should notify ATC as soon as possible once transferred to HEATHROW Tower.
3.5.2. RWY HOLDING AREAS
In promulgated holding areas, ATC may require ACFT to pass each other. Avoidance of other ACFT is the responsibility of the flight crew involved. If doubt exists as to whether other ACFT can be safely overtaken, ACFT must stop, advise ATC and request alternative instructions.
公佈的 與…關係親密的
3.5.3. INTERSECTION DEPARTURES
交叉口
RWY 27R; A4;
RWY 27L, N3 and S3,
RWY 09R; N8 and N10 are NOT, for the purposes of wake turbulence, considered by ATC to be intersection departures.
Pilots in receipt of a conditional line up clearance holding at an intersection (for example; "ABC123, behind the departing Sky Train from the full length, line up RWY 27L via NB3 behind") should remain behind the RWY holding point until the subject ACFT has passed the intersection at which they are holding.
3.5.4. WAKE TURBULENCE SEPARATION
Wake turbulence separations are applied in accordance with the RECAT-EU departure separations. On departure, when in receipt of line up clearance, the pilot must inform ATC if greater wake turbulence separation than the minimum specified will be required behind the preceding ACFT. Failure to do so may result in additional delay.
3.6. TAXI RESTRICTIONS
Flight crews must not enter the RWY unless verbal clearance has been received from ATC and the red stop bar has been extinguished.
熄滅
If the red stop bar lights are extinguished but no verbal clearance has been received from ATC, flight crews must wait for verbal clearance before entering the RWY.
用言辭的