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Intermediate Approach (INT) Procedures

Luton

Radar Manoeuvring Area

The Radar Manoeuvring Area (RMA) is the airspace in which Luton Directors can safely vector aircraft.

The Luton RMA looks like this:

It is important that when vectoring aircraft inbound, you remain within the confined RMA airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.

Buffer Zone

The Stansted and Luton controlled airspace is divided by a buffer zone 3nm wide centred on the Greenwich Meridian. This enables reduced radar separation to be applied between aircraft under the control of Stansted and Luton radar units. All aircraft should remain clear of the buffer zone.

When runway 22 is in use, the westerlies buffer is to be used. When a change to runway 04 is required, coordination is to take place with Luton to agree a change to the easterlies buffer. This may be available if Luton are using their westerly runway. When Stansted and Luton are on easterly runways, the easterly buffer will be used.

INT Procedures

During normal operations, INT will pass instructions to inbound traffic routeing through the Luton gate until handover to Final Director.

Traffic should normally be offered to FIN at or descending to altitude 5000ft (QNH) at 220kts. If any non standard altitudes or speeds are used, FIN should be informed when the aircraft is transferred. On transfer of control to FIN, controllers should use the phrase "Contact Luton Director with callsign only, 128.750"

Traffic from the stacks usually follow this pattern:

IMPORTANT - The headings and tracks used here are only approximate. There are many factors which will affect the headings and tracks used such as wind and traffic situation . There is no requirement to follow these routes exactly as they are shown.

Arrivals must be positioned to pass through the Luton Gate descending to 5000ft to be level by the eastern edge of N601. The Luton Gate can be found on the RMA diagram. Aircraft should be 220kts or less from runway 26 and 250kts or less for runway 08. The minimum distance between successive aircraft is 6nm in trail. The release point is the Luton Gate.

There may be times when it is unnecessary for Luton inbounds via CLIPY to route all the way to LOREL. The TMA may offer to position the aircraft downwind for runway 26 or straight in for runway 08. Traffic that has been positioned by the TMA for this can be disregarded by Stansted.

Continuous Descent Approach Procedure

The aim of a CDA is to provide pilots with ATC assistance necessary for them to achieve a continuous descent during intermediate and final approach at speeds which require minimum use of lift devices. This has significant benefits in terms of noise produced and reduces the amount of fuel that needs to be used.

The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information.

The CDA procedure should be used for all inbound aircraft to runway 26 at Luton. Due to airspace limitations, the CDA procedure can not be used for runway 08 until below 5000ft.

Distance from touchdown information should be passed at the following times:

When first issuing descent clearance from a Flight Level to an altitude
On first contact with FIN
If DME is unserviceable, ranges should be passed on the intercept heading to the ILS
If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order)

(If there is no FIN controller online, pass distance from touchdown information when you turn the aircraft onto a base leg)

Speed Control

Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. On occasions, a pilot may request to maintain a higher than normal speed. If traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction".

There are standard speeds which should be employed during approach:

During Intermediate approach, leaving the stack to the point at which a base leg is flown, 220kts should be used.
On a base leg and closing heading, 180kts should be used. (If spacing is becoming tight, aircraft can be slowed to 160kts when on a closing heading for the ILS)
On final, 160kts until 4DME. Speed control cannot be applied beyond 4DME.

Note - Boeing 757's prefer to fly at 210kts during intermediate approach

Missed Approach procedures

The missed approach procedures are as follows:

Runway	Missed Approach Procedure
08	Climb straight ahead to NDB LUT to hold at 3000ft, or as directed. Aircraft which achieve 2000ft LUT continue climb in the hold. Aircraft unable to achieve 2000ft by LUT, inform ATC and continue climb on LUT QDR 076 to 2000ft, then turn right to LUT to hold at 3000ft or as directed.
26	Climb to 3000ft. Straight ahead to I-LH DME 1.5 outbound or 1500ft whichever is the later, then turn left onto track 090, continuing climb to 3000ft then continue as directed.

INT will be made aware of the missed approach by the tower.
The tower controller will hold further departures and issue any tactical headings to aircraft already departing to ensure they are separated from the missed approach aircraft.
INT should issue a heading and/or frequency for the aircraft to contact
INT should inform the tower controller when outbound traffic can be resumed again

In the event of an associated radio failure with a missed approach, the aircraft should follow the procedures detailed in the UK AIP.

Terrain Clearance

Terrain clearance is the responsibility of the pilot whether or not specific heading instructions have been issued by ATC.

The lowest level within the RMAC that can be assigned to aircraft which is terrain safe is 2000ft and then 1500ft in the final approach areas.