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Aviation History
1958
1958 - 0757.PDF
AIR TERMINAL AND APRON AREACONTROL TOWER AND FIRE STATION AREA PINK EDGEDSHOULDER I.L.S. LOCAUZER LDW-WT€NSITY CROSSBARS (RED) \ 1OOO ft. APART. \»4KJH-JNT£NSlITY 3CRQSSBARS (WHITE) 5OOU APART CALVtRT APPROACH LIGHTINGINWAY LIGHTS FLUSH r FILTER RUN OFFS MAINTENANCE AREASOUTHERNENTRANCE TO AIRPORT EDGE OF APPROACH STRIP 773 The two iHustrations on this page show the pilot's Gatwick—the complex of radio aids, holding beacons, approach paths and runway markings and lighting. The opening of Gatwick and its control zone has left very little of South-East England that is not now controlled airspace in instrument weather. course as soon as the needle indicates a swing to the blue segment. On the three degree glide path of the I.L.S. the outer marker (at 423 n.m. from the threshold) is crossed at 1,380ft and the middle marker (4,780ft from the threshold) at 235ft. The procedure for landing on the 09 direction of the runway is to descend to 3,000ft in the stack and then head westwards on a track of 280 deg for two minutes before descending to 2,500ft. A precisely denned track has been stipulated to keep traffic, as far as possible, clear of Crawley New Town, and surveillance radar will also be used to help controllers to keep inbound aircraft on track. This leg is maintained until two minutes after intercepting the south-east leg of the Dunsfold range, where the aircraft turns due north and then east to pick up the I.L.S. localizer beam. An outer marker 4.16 n.m. from the threshold and a middle marker, crossed at 1,400ft and 310ft respectively, provide the distance-to-go references. Very much the same procedure is adopted for a radar approach; Cossor ACR 6, Marconi Type 232 surveillance radar or the G.C.A. search element is used to bring aircraft off the bottom of the "one minute racetrack" stack pattern at Crowborough beacon to within 8 n.m. from touchdown, where it is taken over by the G.C.A. precision approach radar. The tracks followed by outbound aircraft from Gatwick are not shown on the airways diagram (left), since the actual routing will depend upon that preferred by the pilot and the situation pre- vailing at the time—in general, outbound tracks are routed via Crowborough or Dunsfold. After landing, aircraft leave the runway along the high speed turn-offs to the taxi tracks. The most frequently used runway direction will be 27 (true direction 257 deg 30 min); there are two intermediate turn-offs in this direction and one in the easterly direction. A uni-directional traffic flow is maintained on the aprons with the direction dependent upon the runway in use; the route to be followed is indicated by runway direction boards and the number of the parking stand to be occupied is passed to the aircraft by R/T. From the apron entrance arriving aircraft follow the appropriate white centre line painted on the apron taxiway until they are opposite their allotted stand. Nosewheel guide and stop lines are painted on each stand and the stand number is indicated by black figures on a yellow background, which are lit by blue neon lighting at night or in poor visibility. There are a total of 18 parking stands, 11 around the central pier and seven to the south and north of the pier. There is also an "island" parking site to the south of the pier (to which pas- sengers will be taken by an airport bus) which could accommodate additional aircraft if necessary. Passengers arriving at Gatwick airport by road or rail pass through respective entrances into the lofty concourse of the main Commandant of the new airport is Mr. B. A. Oakley. (Below) An S-S5 of B.E.A.'s helicopter unit was used to place in position Gatwick's rotating beacon on top of its 85ft tower. It flashes a green "G.W."
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