Luton |
During Westerly operations, all Luton departures contact the appropriate area sector once airborne. They have no contact with Luton Radar.
During Easterly operations, all departures except CPT and OLNEY departures contact the appropriate area sector once airborne. CPT and OLNEY departures are worked by Luton radar initially due to the close proximity to the intermediate and final approach areas.
Aircraft should be transferred by ADC to the area sectors straight after departure, preferably no later than 2000ft:
Departure |
Sector |
CLN |
NE DEPS |
DVR |
NE DEPS |
DET |
NE DEPS |
CPT (26 only) |
NW DEPS |
OLNEY (26 only) |
NW DEPS |
.
CPT/OLNEY departures should be handed to INT. These departures operate on a free flow system - The tower doesn't have to call up for a release on every aircraft.
CPT: These departures will be issued with a heading to keep the aircraft within the lateral limits of RMA south and ensure separation from final approach. INT will climb the departures to 5000ft ensuring that the aircraft is separated from traffic on a London City departure following a BPK/CPT SID.
OLNEY: These departures should be restricted to 4000ft. INT will ensure that no confliction exists between the departure and any Luton inbound aircraft and will issue further climb to 6000ft. The GMC controller must incorporate the 4000ft level restriction in the initial clearance passed to the aircraft.
Once the departures are climbing to the agreed levels, they should be handed to NW DEPS.
CPT/OLNEY departures should be handed to London. These departures operate on a free flow system - The tower doesn't have to call up for a release on every aircraft.
These departures should be handed to London. These departures operate on a release system - A release must be requested by AIR to the relevant London sector. They must not get airborne without approval from London.
All the SID departures from Luton contain stepped climbs. It is imperative that aircraft comply strictly with the stepped climb profiles. When giving an aircraft its departure clearance, the clearance must contain "Warning, stepped climb". e.g. "Cleared Amsterdam, CLN6B, Warning, stepped climb, squawk 7327"
In order to streamline clearance procedures for aircraft departing IFR routeing off airways, clearances via Standard Departure Routes (SDR) are to be issued. Applicable aircraft will be issued with an appropriate SDR by GMC. The clearance issued is to adhere to the following example format: "(Callsign) is cleared to the Luton CTR/CTA boundary, X Departure, squawk XXXX". All aircraft following SDR's are subject to release by INT and will be transferred to INT once airborne.
Runway 08 SDRs:
ROMEO - North East
SIERRA - North
TANGO - South East
UNIFORM - South West
VICTOR - West
WHISKEY - London Stansted positioners
Runway 26 SDRs:
JULIET - London Stansted positioners
KILO - North West
MIKE - South East
NOVEMBER - South West
PAPA - West
All departures should be instructed to Squawk IDENT on first contact to validate the mode A. Aircraft must also be instructed to report their passing altitude (if omitted from the first call) to verify the Mode C readout. (Readout has to be +/- 200ft from the reported altitude)
Separation between departing aircraft is applied so that after one aircraft takes off, the next aircraft does not take-off with less than the number of minutes needed. There are 3 departure separation methods in use; Vortex, Route and Speed separation. When calculating the correct departure separation, the highest of the 3 values is the one to use.
Vortex Separation
|
First Aircraft Vortex Category
|
Second Aircraft Vortex Category
|
Separation
|
| HEAVY | HEAVY | 1 minute |
| HEAVY | MEDIUM | 2 minutes |
| HEAVY | SMALL | 2 minutes |
| HEAVY | LIGHT | 2 minutes |
| MEDIUM | HEAVY | - |
| MEDIUM | MEDIUM | 1 minute |
| MEDIUM | SMALL | 2 minutes |
| MEDIUM | LIGHT | 2 minutes |
| SMALL | HEAVY | - |
| SMALL | MEDIUM | - |
| SMALL | SMALL | 1 minute |
| SMALL | LIGHT | 2 minutes |
| LIGHT | HEAVY | - |
| LIGHT | MEDIUM | - |
| LIGHT | SMALL | - |
| LIGHT | LIGHT | 1 minute |
Route Separations
For the purpose of route separation Luton SIDs are divided into 3 groups: East (CLN / DVR / DET) West (CPT) and North (OLNEY).
Westerly Operations |
Easterly Operations |
|||||
| First Aircraft |
Second Aircraft |
Separation |
First Aircraft |
Second Aircraft |
Separation |
|
| East | East | 2 minutes | East | East | 2 minutes | |
| East | West | 2 minutes | East | West | 1 minute | |
| East | North | 2 minutes | East | North | 1 minute | |
| West | West | 2 minutes | West | West | 4 minutes | |
| West | East | 1 minute | West | East | 4 minutes | |
| West | North | 2 minutes | West | North | 4 minutes | |
| North | North | 2 minutes | North | North | 2 minutes | |
| North | East | 1 minute | North | East | 1 minute | |
| North | West | 2 minutes | North | West | 1 minute | |
Speed Separation
|
Group 3
|
Group 2
|
Group 1
|
Group 0 |
| All jet aircraft excluding: BA46 C501 C551 CARJ CL60 E145 |
BA46 C501 C551 CARJ CL60 E145 L328 |
ATP AT43/44/45/72 BE20 DHC7 DH8A/8B/8C/8D E120 F27 F50 G159 JS31/32/41 SF34 SW3/4 |
BE99 E110 SH33 SH36 C404 PA23 PA31 |
When a faster aircraft follows a slower aircraft, the minimum separation is increased by one minute for each successive group (e.g. Group 3 following Group 2, add 1 minute. Group 3 following Group 0, add 3 minutes)
The time is counted from the moment the first aircraft begins its takeoff roll. If the first aircraft commences a full length take-off and the following aircraft departs from an intersection, the spacing should be increased to 3 minutes.