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Aviation History
1958
1958 - 0756.PDF
772 GATWICK FLIGHT, 6 June 1958 BLUE EDGELIGHTS Cranbrook N.D.B. before joining the Epsom stack. This is notquite all the story, because air traffic control must, in practice, be very much more flexible than the rather general procedures thatare laid down as guiding regulations in Air Pilot. When Gatwick traffic is not too heavy, for example, London Airport control maycontinue to make use of Crowborough for outbound traffic, and two new outbound "on request" reporting points—Fairoaks andBiggin intersections—facilitate outbound clearances from L.A.P. Aircraft going into Gatwick now start their approach proceduresfrom the reporting points at Rye N.D.B. (from the S.E.), Seaford fan marker (from the south), Cranbrook N.D.B. (from the northor N.E.) or Dunsfold, approaching Crowborough en a track of 330 deg where the familiar one minute racetrack pattern is flownin the stack. Special precautions have been taken to avoid traffic crossing the New Town at Crawley. From the bottom of the Crowborough stack, which is at 4,000ft,aircraft are guided on to the final approach path by beacon sequence or by radar, the two procedures being similar but notidentical. Aircraft not being sequenced by surveillance radar and landing on the 27 direction of the runway leave the stack at4,000ft, fly due north from Crowborough descending to 2,000ft and then make a turn to the left to intercept the I.L.S. localizer REINFORCED SHOULDERRED STOP BAR RUN-UP AREA I.L.S. LOCALIZER WHITE II GAUGE L WHITE'WINGBAR" LIGHTS ELEVATED HI & LI GREEN THRESHOLD "WINGBAR" LIGHTS a*T WICK com ZOMC CAT WICK
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