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These Alerts are distributed to. Affected chart users and are also available on Jeppesen’s Web site at EGLL June Reproduced with permission of Jeppesen. NOT FOR NAVIGATIONAL USE. © Jeppesen, Page 2. Reproduced with permission of Jeppesen. NOT FOR. HEATHROW. EGLL/LHR. DET 2G. 27L. DVR 5F. 27R. CHANGES: Turn restriction note improved; crossing at DVR. DVR 4G. 27L. EWO 7. NOT of. DET. DVA SA.

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Published on Feb View Download 0. Printed on 06 Nov After 13 Nov Z, this chart may no longer be valid. Pilots asking for permission to use the RWY ieppesen the wind when RWYs 27R or 27Lare in use, should understand that their arrival or departure may be delayed.

Jeppesen EASA-FCL General Student Pilot Route Manual GSPRM

Any ACFT which has a noise classification greater than Any ACFT may not take off or be scheduled to land jeppexen LT wherethe operator of that ACFT has not provided prior to its take-off or prior to itsscheduled landing times as appropriate sufficient information to enable the APTauthority to verify jeppseen noise classification.

None of the provisions above shall apply to a take-off or landing which is made inan emergency consisting of an immediate danger to life or health, whether humanor animal. Pilots should select the first convenient exit. Pilots must ensure that: ACFT transponder is set to transmit Mode S signals, and associated Mode A code,from the request for push-back or taxi, whichever is earlier and after landing,continuously until ACFT is fully parked on stand. By B variants in G and H due to jet blast;e.

Where pilots are aware that their taxi routing or entry onto stand is likely toinvolve tight turns or gradients requiring significant power increases. Pilots are to use the minimum power necessary when manoeuvring on the TWYsystem.

This is of particular importance when manoeuvring in the apron cul-de-sacs, where jet blast can affect adjacent stands.

Pilots are reminded of the extreme importance of maintaining a careful rgll all times and are at all times responsible for wingtip clearance, notwithstand-ing the TWY lighting system.

Citation X – EGLL-DNMM – Just Flight Forum

Use minimum power when manoeuvring at Terminal 4. It is recommended that flight crews use judge-mental steering at all times when manoeuvring on the TWYs. These ACFT arenot permitted to use the following routes: All of TWY F. A marshalling service will be jeppesne for the minority of theremaining stands that do not have VDGS fitted.

Stands, and areequipped with a single, fixed, rail passenger boarding bridge which je;pesen no lat-eral movement. These speeds are applied for ATC separation purposes and are mandatory. In the event of a new non-speed related ATC clearance jeppesne issued e. All speed restrictions are to be flown as accurately as possible.

In the interests of accurate spacing, pilots are requested to complywith speed adjustments efll promptly as feasible within their own operational con-straints, advising ATC if circumstances necessitate a change of speed for ACFTperformance reasons. An ACFT approaching to land shall according to its ATC clearance minimize noisedisturbance by the use of continuous descent and low power, low drag operatingprocedures see below.

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Where the use is not practicable, ACFT shall maintain an altitude as high aspossible. ACFT will be radar-vectored. Anestimate of track distance to touchdown will be passed with descent clearance. On receipt of eglll clearance, descend at the rate best suited to a continuousdescent so as to join the GS at the appropriate height for the distance withoutrecourse to level flight.

The pilot should then hold position until contact with Groundcan be established. However, when the traffic sequence is two successive landingACFT, the second one may be allowed to land before the first one has cleared theRWY-in-use, providing: For a delay of 15 min or more, a DLA message must be sent. Clearance will not be issued if requested later than 15 min after EOBT. Successful clearance must be accepted within 5 min after receipt or a “Revert to voice” message will be jrppesen. Between LT and between LT pilots of operators who have been briefed with regard to the correct jeppessen may call for ATC clearance up to jep;esen prior to being fully ready to push-back.

All other operators must be fully ready before calling jeppessen frequency. Pilots are advised that delays in excess of 10 min can be expected at holding position. Sufficient time should be jjeppesen 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. Push-back approval includes permission to start engines during push-back. After take-off operate ACFT so that it is at or above ‘ at 6. 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. 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 jeppesem that they are able to commence the take-off roll immediately after take-off clearance is issued.

Avoidance of other ACFT is the responsibility of the ell crew involved. Continue visually or by means of an appropriate approved final approachaid. If not possible proceed to CHT or last assigned level if higher. If not possible proceed to EPM or last assigned level if higher. By ATC Trans alt: Continue visually or by means of an appropriate approved final approach aid.

Not to be used for flight planning purposes. Tracks updated; STARs transferred. As directed by ATC. Pilots should plan for possible descentclearance as follows: Holdings revised; chart reindexed.

Pilots should plan for possibledescent clearance as follows: Tracks updated; chart reindexed. Not available for flight planning between LT. Initial approach procedures are designed for manoeuvring speeds upto KT and eglp acft can maintain eegll descent gradient of approxi-mately ‘ per NM. Continuous descent approach should be used whenever practicableunless otherwise instructed by ATC.

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Approximate distances to touchdown are indicated in brackets. Turn restriction note improved; crossing at BPK. Due to interaction withother routes do not climb aboveuntil cleared by ATC.

SIDs include noise preferential routes refer to Climb straight ahead, at LON 1. SIDs include noise preferiental routes refer to Straight ahead, at LON 1. L 3 OCT 14None. H H L Turn restriction note improved.

H H Turn restriction note improved. The operation limits as specified in para 3.

Choosing Your Charts • myNG

Amount to be disregardedTailwind component 1 KT0. CL required below m; approved HUD required below m. For information only, not to be construed as ATC instructions. Pilots are to maintain a good lookout at all times and are responsible for wing tip clearance.

Azimuth guidance elementDisplay can be used to showstand number, acft type selectedand final STOP wording whenthe acft has reached its finalstopping position. The systemis aligned for interpretation from the left hand cockpit seat. Acft should be turned towards thegreen light to remain on centerline. AGNIS does not provide stopping guidance.

Should an emergency arise as the acft is taxiing onto stand, the airline or handling agentrepresentative can activate the SEG emergency over-ride button, colocated with allemergency stop buttons at ramp level at the head of the stand. This will instantly cut power to the parking aids and activate a sign mounted at pilot’s eye level which will flash “STOP”.

The line is aligned with the pilot’s eye position and is normally located to the left of thestand centerline, but may be provided on the right or both sides. The mirror is normally mounted on the port side of he extended centerline. It is angled to givethe pilot in the left hand seat view of the aircaft’s nose landing gear NLG. Associated mirrorimage paint markings will indicate the various stopping positions of the NLG. All mirrors areheated to prevent misting and icing.

This stopping aid is commonly positioned to the right side of the stand eglll. On somestands it will be located to the left side and indicated as such by the sign adjacent to the AGNISunit. The aid consists of a black board, bearing acft type identification labels and “STOP” lines,with a horizontal slot running across the center.

Behind the board is a vertically mountedfluorescent light tube. As an acft is taxiing onto the stand, the pilot will see the fluorescenttube appear to move across the slot towards the “STOP” lines. When the tube is in line withthe appropriate acft type “STOP” line, the acft has reached the correct position. Or rejected take-off jeplesen whichever is the greater. Equivalent radarfix will be provided atD7. Equivalent radar fixwill be provided at D7. In event of radio failure, on passing D Continue approach jep;esen charted for rwy 09L.

Continue approach as charted for rwy 09R.