Advanced Controlling Techniques

London FIR

Advanced Controlling Techniques

Continuous Descent Approach Procedure (CDA):

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 Gatwick.

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

When first issuing descent clearance from a Flight Level to an altitude
When handing over transfer of control to FIN
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)

Descent from MSL:

Aircraft can be descended from MSL anywhere within the Gatwick RMA.

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.

Missed Approach procedures:

The missed approach procedures are as follows:

Runway	Missed Approach Procedure
26L	Climb straight ahead to 3000ft, then as directed by ATC.
08R	Climb straight ahead to 3000ft, then as directed by ATC.
26R	Climb straight ahead to 3000ft, then as directed by ATC.
08L	Climb straight ahead to 3000ft, then as directed by ATC..

INT will be made aware of the missed approach by the tower.
AIR 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 inform FIN of the missed approach and decide who will work the missed approach aircraft (it may be handed straight to FIN)
INT should issue AIR with a heading and/or frequency for the aircraft to contact
INT should inform AIR when outbound traffic can be resumed again

Following a missed approach, if the aircraft wishes to hold, a VOR is available for holding:

Mayfield (MAY) - inbound heading 090/L Turns, maximum level 3000ft

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

2.5nm Separation on Final Approach:

2.5nm separation on final approach has been approved for use at Gatwick. This provides the ability to:

Increase the landing rate
minimise the effect of strong final approach headwind components on runway capacity.

The spacing may be applied between pairs of aircraft following the same final approach track or an aircraft on a base leg with a preceding aircraft on final approach track, provided that:

The aircraft are within 20nm from touchdown
Appropriate vortex wake spacing is no required between the specific aircraft
the spacing does not erode below 2.5nm

Special VFR:

Weather Minima for SVFR in the Gatwick CTR:

Met visibility must be 3km or more and the cloud ceiling 1000ft or more