Non-Standard IFR¶

Warning

This page is considered complementary to local aerodrome documentation. It is not anticipated that this page will produce any discrepancies against local procedures. This procedure change is merely documenting/clarifying how this traffic should already be worked.

This page aims to clarify the coordination and control principles for handling non-standard IFR departures from aerodromes that define standard routes for traffic joining the ATS route network.

Introduction¶

For the purposes of this guidance a standard IFR departure is considered to include:

SIDs
SDR/PDRs (eg. Biggin Hill or Southend departures)
Standard headings/levels (eg. Heathrow CPT departures off Runways 09L/R)
Other standing instructions that provide a fixed and defined routing to join the ATS route network.

This includes routes that have a standing coordination requirement be that a pre-note, a release or a requirement to obtain a pre-defined airways joining clearance.

The key principle for all three categories of non-standard IFR departure is that, when an APC controller is providing services, all coordination from ADC shall be with the APC controller who shall coordinate with AC if required. This principle exists for two reasons:

To minimise coordination requirements for AC controllers.
Non-standard IFR departure routes may not be separated from inbound routes and may require APC controllers to deconflict.

However, this page should not prevent ADC controllers from coordinating with AC whenever they deem it necessary. (e.g. If an already airborne departure is not conforming to the expected clearance). Additionally, ADC may occasionally be required to coordinate directly with AC, when this is the case it will be documented in local aerodrome documentation.

Standard ATS route but unable to accept Standard Departure¶

Traffic typically falls into this category for one of two reasons:

The pilot is unable to fly the procedure (conventional navigation) or does not have the procedure within an up-to-date navigation database (RNAV & conventional navigation).
The pilot is simulating a navigation capability that prevents them from accepting the procedure (eg. flying an aircraft equipped with conventional navigation equipment with a SID that mandates RNAV1).

In both situations ADC shall coordinate with APC.

Giving the clearance¶

APC shall provide alternate after departure instructions - where appropriate this should include the appropriate noise abatement procedure/noise preferential routing, however controllers may apply judgement as to whether they will be successfully flown and, if they suspect not, may stipulate a simpler set of after departure instructions.

Radiotelephony

“[Callsign], cleared to [Destination] via [First Fix] and/or [First Airway], after departure Runway [XX], [standard noise abatement then] [Instructions], squawk [XXXX].”

Note

Lateral and/or climb instructions may be issued separately prior to departure.

Examples¶

The following two examples are provided at aerodromes with SIDs for traffic that has been unable to accept the SID.

Example 1

Callsign	Aircraft Type	Filed Route
BRO6P	B727	EGBB to EGPD via TNT

(Runway 15 is in use)

When requesting clearance the pilot reports: "Unable LUVUM SID due to equipment onboard"

Clearance Given

BRO6P, cleared to Aberdeen via TNT, after departure Runway 15 standard noise abatement then turn left heading 360 degrees, climb to altitude 6000 ft, squawk 5271.

Example 2

Callsign	Aircraft Type	Filed Route
BAW45	A320	EGKK to EDDF via DVR

(Runway 26L is in use)

They are called for clearance and are cleared via MIMFO. They call back to report they "Cannot find this SID". They also do not have the previous DVR or ADMAG SIDs.

Clearance Given

“BAW45, cleared to Amsterdam via DVR, after departure Runway 26L climb straight ahead to altitude 4000 ft, speed 220 knots or less, squawk 6314”

In this scenario Gatwick FIN can then vector the departure into the right-hand turn towards DET before transfer to TCSE at altitude 4000 ft.

At many smaller UK aerodromes SIDs are not used and similar phraseology is employed for "standard departures" joining the ATS route network. An example is provided below for this situation - local ATC documentation (i.e. Airfield Controller Briefs) will specify the exact phraseology to use at specific minor aerodromes. In the absence of local ATC documentation controllers should use the general principles outlined above.

Example 3

Callsign	Aircraft Type	Filed Route
EZY623	A320	EGAA to EGGP via Q39

(Runway 25 is in use)

Clearance Given

"EZY623, cleared to Liverpool via Q39, after departure Runway 25, climb to altitude 5000ft, squawk 7623"

Followed by further lateral instruction prior to departure:

"EZY623 after departure turn left heading 120 degrees" or "EZY623 after departure turn left on track RINGA"

After Departure¶

ADC shall optain a release from APC prior to departure of non-standard traffic.

APC shall vector the departure to mimic the standard departure and:

On routes where APC does not normally control departures - transfer to AC on an appropriate radar heading, climbing to the standard departure initial level, with the instruction to “report your heading” on transfer.
On routes where APC does normally control departures - transfer in accordance with the documented standing agreement.

Note

Where local aerodrome documentation provides positioning instructions for non-standard departures handled by APC controllers should position traffic as instructed prior to transfer to AC (currently only the Gatwick vMATS Part 2 has such instructions).

Provided traffic is transferred to AC either positioned to mimic the standard departure or positioned in accordance with a standing agreement. There is no coordination requirement with AC beyond those specified for the standard route (ie. on routes that are free-flow there is no requirement to coordinate or obtain a release from AC).

Non-Standard ATS Route¶

Traffic may file a non-standard route either inadvertently, in which case pilots should be encouraged to re-route via a standard route outlined in the UK SRD, or to achieve a particular route for simulation purposes.

The following coordination shall take place if a pilot decides to fly a non-standard ATS route:

ADC shall coordinate with APC
APC shall coordinate with AC to agree any delay or routing restrictions and to agree on positioning of traffic upon transfer to AC. Following this, APC shall provide ADC with the clearance and after departure instructions which shall be passed as described above.
ADC shall obtain a release from APC who shall obtain a release from AC prior to departure.
APC shall vector/climb the departure to position as coordinated with AC prior to departure.

Traffic not joining the ATS network¶

This traffic shall be coordinated with APC as described in local aerodrome documentation. There is no requirement to coordinate with AC unless to coordinate a handover of radar service to traffic operating outside of controlled airspace; however, the preference should be a radar handover to an adjacent APC unit where possible.