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Aviation History
1951
1951 - 0308.PDF
196 FLIGHT, 15 February 1951 will no longer be promulgated. It is now the responsibility ofthe captain to determine his own flight conditions. If airways clearance is requested the aircraft will be treated by the controlleras a flight in instrument conditions and will be given standard I.C.A.O. separations from all other traffic operating on I.FJR.flight-plans. The flight will continue to be regulated by A.T.C. unless the captain states that he wishes to cancel his I.F.R. flight-plan and is proceeding V.F.R. He would then, of course, no longer be required to adhere to his previously issued airwaysclearance or to maintain communication with the appropriate Control Centre. If a pilot wishes to cross an airway under I.F.R. he is requiredeither to submit a flight-plan before departure, or, if airborne, to request permission when ten minutes from the point ofcrossing. The crossing^point selected should be associated with a radio facility to assist in accurate navigation and the airwayshould be crossed at an angle of 90 deg to its direction. An " in- flight " request from arl aircraft is to include the identification,aircraft type,-true track, place and estimated time of crossing, the desired crossing altitude and the ground speed. Requestsfor permission to join an airway are dealt with in a similar fashion, except that, in this case, destination and ground-speedare also required. After entering the London Control Zone and/or the LondonControl Area, aircraft will be required to follow routes specified by the "Inbound" Airways Controller. Traffic bound for themajor airfields within the zone will normally be routed via the Epsom or Watford radio ranges. Under light traffic con-ditions, however, aircraft can be routed direct to the airfield of destination. The pilot of an aircraft which has been cleared to a holdingposition at one of these range stations will be given an " expected approach clearance time," that is, the time at which he can expectto leave the range station to commence his approach to land. It is intended to use G.C.A. extensively for the rapid sequencingof aircraft from the range stations to the approach path. On reaching the lowest altitude in the stack at the range station,aircraft will be given a time and heading on which to leave the range. The time issued will either confirm or correct theexpected approach clearance time previously issued. After having set course from the radio station on the heading given the aircraftwill be guided by the G.C.A. Director on to the extended centre-line of the runway in use; time errors in leaving the rangewill be rectified by the G.C.A. Director, using compensatory tracks. The pilot can either complete his final approach withthe aid of the G.C.A. Final Controller or elect to use an alternative instrument landing aid. Typical approach-paths dictated by the introduction of thisphase of the Airways Plan to the London Control Zone are shown below. APPROACH PATHS London Airport (Runway 29) NorthoH. Airport (Runway 26) ANSTED *LL HEAP'N<;S MAGNETIC ANGERO HATFIELD NORTH WEALD -•O-hlORTHOLT LONDON AIRPORT BLACKBUSHE O FARNBOROUGH This diagram shows the paths which, now that Phase II of the National Airways Plan is in force, will be followed by airliners approaching London end Northolt Airports under instrument flight rules for landings—in this instance—on Runways 28 and 26 respective/y. The shaded " fingers" represent the respective legs of the various radio ranges, on two of which—those at Watford and Epsom—the holding oreos are centered. Contact with the appropriate Sector Controller is maintained on one of four V.H.F. frequencies, although H.F. RIT. may also be used as a stand-by.
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