Showing 1771 to 1780 of 1941 results
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ACP1505C11 (PDF)
This is the airspace that contains all the arrival and departure routes for Heathrow, Gatwick, Stansted, Luton and London City from around 2,000ft-3,000ft up to approximately 20,000ft Transition (referring to a route) The part of an arrival flight path between the last hold (or Point Merge structure) and the final approach path to the runway Transition Altitude The altitude at which aircraft switch their altimeter settings from the local pressure setting to the standard international pressure setting; for the purposes of airspace design the transition altitude represents a cap on the maximum altitude that a departure route can be defined to; it is currently 6,000ft across the UK but plans to raise it higher across Europe are being developed – see Part A for details.
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NR28 Draft Method Statement IAG Response 03Feb2026 UPDATED (PDF)
The modernisation of the LTMA airspace, through a singular design, is a critical prerequisite to expansion at London Heathrow and is further heightened in importance when other London airport expansion plans are considered for their effects on traffic growth within the LTMA.
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CAP1254 (PDF)
It received representations from NATS and Heathrow Airport limited which are considered in Chapter 5 below.
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CAP1236 (PDF)
Special rules apply to operations in Heathrow area.
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ERCD Report 1209 (PDF)
Whilst the WHO Burden of disease from environmental noise methodology focused on all environmental noise sources and day and night effects, the WHO methodology was applied in order to monetise the effects of night- time aircraft noise at London Heathrow airport in a study published by CE Delft in 2011 (Ref 3). 1.1.5 The proposed methodology set out in this report is based on the literature review of night-time noise impacts, the CE Delft report and the UK Government Interdepartmental Group on Costs and Benefits from Environmental Noise, IGCB(N) (Ref 4).
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ACP1505C09 (PDF)
The traffic volumes involved are relatively small and the arrival system has in any case been designed to be over the Thames Estuary as far as possible and to line up with Runway 09; therefore there is little potential benefit in terms of alternative routes for respite. 8.5 For London City departures, the route being addressed in this consultation is subject to a complex interaction with Heathrow arrivals.
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HAL NERA Review Of Pwcs Approach To Setting Cost Of Equity (1) (PDF)
A review of PwC’s approach to setting cost of equity in a “lower for longer” era A report for Heathrow Airport October 2017 Project Team Dr Richard Hern James Grayburn Zuzana Janeckova Jim Yin NERA Economic Consulting Marble Arch House, 66 Seymour Street London W1H 5BT United Kingdom Tel: 44 20 7659 8500 Fax: 44 20 7659 8501 www.nera.com NERA Economic Consulting CONFIDENTIALITY We understand that the maintenance of confidentiality with respect to our clients’ plans and data is critical to their interests.
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CAP 1684 Economic Insight Response (PDF)
As such, it may be helpful to benchmark them against the service quality standards at other international airports - most notably, London Heathrow, Amsterdam Schiphol and Paris Charles de Gaulle (in a similar way to the benchmarks for opex efficiency considered in the calculation of a ‘fair price’).
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18 April 2024 (PDF)
PS reported that Heathrow airport has improved punctuality and is back to pre-Covid levels and that the February school holiday period this year had been relatively quiet.
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CAP1406 (PDF)
Where NERL provides an approach function under its Air Traffic Services licence at the London airports - Heathrow, Gatwick, London City, Luton and Stansted - it holds information at Swanwick to which airports would need access in order to conduct the ATCSMAC reviews.