ADC | Prestwick (EGPK)¶
Taxiway Restrictions¶
| Route | Restriction |
|---|---|
| Link M | Aircraft of maximum weight equivalent to a B737-800 and not to be used at night or during low visibility |
| Link N | Aircraft up to and including Code C |
| Link R1 | Dual runway holding point – aircraft to be held parallel to Runway 30 and when instructed line-up to Runway 30 is via Runway 21 |
Parking¶
There are 11 stands available for use at the terminal on Aprons A and B. All aircraft operating from these stands shall request push and start clearance from ATC with the exception of Stands 5 and 9 which are self-manoeuvring and which only require start clearance.
IFR Departure Clearances¶
IFR departures joining the ATS Route network system shall be assigned a SID where possible:
| Departure | Runway | Receiving Sector |
|---|---|---|
| LUCCO 1K | 30 | Galloway |
| SUMIN 1L | 12 | Galloway |
| SUDBY 1L | 12 | Galloway |
| TRN 2K | 30 | Galloway |
| TRN 2L | 12 | Galloway |
| DANUT 1K | 30 | ScAC West (Rathlin) |
| OKNOB 1L | 12 | ScAC West (Rathlin) |
Radiotelephony
CLX4512, cleared to Luxembourg via the SUDBY 1L departure, squawk 1234.
Where an IFR aircraft is unable to follow a SID, is not intending to join the ATS Route network system, or the airport is operating on a runway without an appropriate SID the flight will be assigned an omnidirectional departures. The following routings are considered standard routings and may be issued without coordination:
| Initial Fix | Initial Route |
|---|---|
| OSMEG | (U)T256 DCS |
| SUMIN | DCT TLA |
| TRN | P600 BLACA or N652 MAC |
All other routes are to be individually coordinated with INT.
| Runway | Omnidirectional Departure Routing |
|---|---|
| 30 | Climb straight ahead (304°M) to 570 feet, then turn on track. Climb to 6000 feet. |
| 12 | Climb straight ahead (124°M) to 740 feet, then turn on track. Climb to 6000 feet. |
| 21 | Climb straight ahead (206°M) to 1350 feet, then turn on track. Climb to 6000 feet. |
Radiotelephony
GTHXB, cleared to Dublin via TRN P600, after departure runway 21 omnidirectional departure on track TRN, climb to altitude 6000 feet, squawk 1234.
Note
The omnidirectional departures for Runways 12 and 30 do not incorporate noise preferential routes and all departing jet aircraft and all other aircraft of more than 12,500 kg maximum take-off weight shall also comply with the noise preferential routings:
Runway 12 - Climb straight ahead until passing I-PP/I-KK 4 DME or until passing 3000 feet.
Runway 30 - Climb straight ahead and after passing I-PP/I-KK 1 DME turn left onto track no further north than 289°M until passing 3000 feet.
The initial climb for all SID and omnidirectional departures is 6000 ft unless otherwise coordinated with INT.
Departure Releases and Separation¶
Standard departures (SID and standard omnidirectional) are free-flow.
INT may apply a departure check and/or request the aircraft be transferred to the INT frequency – this is typically to ensure separation against inbound traffic.
AIR shall obtain a release from INT for all non-standard departures and for non-standard departures joining the ATS Route network. INT will obtain a release from the appropriate Scottish Control sector prior to issuing a release to AIR.
To permit the calculation of the correct time interval between standard departures, aircraft are categorised into four groups, as shown in the following table:
| Group 4 | Group 3 | Group 2 | Group 1 |
|---|---|---|---|
| All jet aircraft except: - Those in Group 3 - Concorde - Military fast jets |
BAE146/Avro RJ CL35/CL60 CRJ1/2/7/9/X B328/J328 D8D E135/145 E50P/55P P180 SB20 Citations except: C56X/680/68A/700/750 |
ATR variants DH8A/B/C F50 JS31/32/41 King Air variants PC12 SF34 SW3/4 TBM7/8/9 |
BN2P/T C208 DA62 DHC6 E110 |
Speed Separation Notes
- The basic separation interval (2 minutes) is applied between types in the same group (or where the following aircraft is one group slower)
- An additional 1 minute is added for each successive group when the following aircraft is faster (where the resulting timed interval is excessive, the controller may coordinate an early release)
- The basic interval may be reduced by 1 minute when the following aircraft is two or more groups slower (however, the controller must account for wake turbulence separation)
- Types not in the speed table (and the subsequent aircraft) are subject to release from the appropriate radar controller.
Aircraft not included in Groups 1 to 4 are to be the subject of a separation agreed by INT.
Departure Hand-off Order¶
Standard departures are to be transferred to the appropriate Scottish Control sector as listed in the SID table (standard omnidirectional departures are transferred to Galloway). The top-down order is as follows:
| Coordination Name | Position Logon | Controller Identifier | Frequency |
|---|---|---|---|
| Galloway | STC_W_CTR | STW | 124.825 |
| STC Bandbox | STC_CTR | ST | 126.300 |
| Deancross | SCO_D_CTR | SD | 135.855 |
| West-Deancross | SCO_WD_CTR | SWD | 133.875 |
| South | SCO_S_CTR | SS | 134.775 |
| Bandbox | SCO_CTR | S | 135.530 |
| Coordination Name | Position Logon | Controller Identifier | Frequency |
|---|---|---|---|
| Rathlin | SCO_R_CTR | SR | 129.100 |
| West | SCO_W_CTR | SW | 132.730 |
| West-Deancross | SCO_WD_CTR | SWD | 133.875 |
| Bandbox | SCO_CTR | S | 135.530 |
Note
The radiotelephony callsign is "Scottish Control" for all the above area control positions.
INT may request standard departures are transferred to the INT frequency instead of Scottish Control – this is typically to ensure separation again inbound traffic and care must be taken to ensure the pilot reads back the correct frequency.
All non-standard or individually coordinated departures (including VFR departures) are transferred to INT.