Responsibility for the design of Instrument Flight Procedures (IFPs) [1] published in the UK AIP lies with the Terminal Airspace (TA) Section of the Directorate of Airspace Policy, Civil Aviation Authority. Aerodrome licensees who require changes to existing Instrument Flight Procedures, require a new procedure or require said procedures to be safeguarded are to follow the course of action outlined below.
The processes for Instrument Flight Procedures (IFP’s) are categorised as follows:
The client should submit a completed Operational Requirement Form (.pdf) or IAP Safeguarding Assessment Request Form. This should be printed, completed and signed appropriately before being submitted.
Originators should endeavour to complete the Form as fully as possible as this will help to speed the process. Rather than submitting an incomplete form, originators should seek advice from TA before forwarding their application.
It should be noted that the accuracy and completeness of the data provided in the design/change application would be reflected in the quality, effectiveness and timeliness of the new instrument flight procedure.
On receipt of the application a written acknowledgement and the point of contact within TA who should be contacted for all enquiries relating to the application will be sent to the client.
The Operational Requirement will be assessed to confirm that the request complies with current UK policy. Each new design application will be scrutinised to ensure that an additional procedure is necessary and justified. Consequently, requests for new procedures should include reasons to justify the effort necessary to produce the IFP. Such reasons may include details such as perceived safety benefits, the anticipated frequency of use of the new procedure, whether it will be primarily for operational or training use and why any existing procedure to the same runway needs to be supplemented or replaced.
It should also be noted that an application will be required and Authority approval obtained before a navigation aid is withdrawn from service. Similarly, the Authority should be advised prior to the withdrawal of an existing IFP. All such information shall be routed to TA who will ensure that it is routed to the relevant DAP Section.
Once the application has been validated it will be included in the TA task schedule. The client will be advised of the planned key dates in the design process and the target AIRAC Cycle for promulgation of the new/modified procedure(s) will be agreed with the client. However, circumstances can occur outside of the control of DAP which may necessitate a revision to target dates; should this occur the client would be kept fully informed of the revised time-scales and the reasons for the change.
Should any client consider the timescales indicated by TA to be unacceptable then completed designs from any external design agency that the client wishes to engage, will be considered. Such designs would be subject to the process below and should contain a statement confirming full compliance with ICAO Doc 8168 PANS-OPS Volume II.
Instrument Approach Procedures
Any IAP requires a survey to be carried out in accordance with CAP 232. Availability of this information is fundamental to accurate and safe design of the procedures. No design task will be undertaken without CAP 232 survey data.
The design task is subject to the TA QMS ensuring compliance to ISO 9001/2000 standards.Once the Procedure has been designed, a draft copy, in textual or draft chart format, will be forwarded to the client for his/her acceptance.
As part of the safety management process required by the Authority, all new procedures will require a flight check. Where such a check is required it will be the responsibility of the client. In every case the client will be given the earliest possible notification that a flight check will be required so that appropriate arrangements can be made. TA will provide guidance on the requirements/objectives of the flight check. If TA staff are available it may be possible for them to attend this flight check at the request of the client.
Once TA has confirmation that the new/revised design meets the stated operational requirements, the procedure will be passed for final chart production. When the final production chart is complete, the Procedure Chart will be passed to NATS AIS for promulgation in the AIP. This will complete the process.
Notified Arrival and Departure Routes
This applies to all formal proposals for a new Notified Arrival or Departure Route or for changes to an existing Notified Arrival or Departure route. A Notified Arrival or Departure route is a route notified in the UK AIP in the form of a Standard Instrument Departure (SID) or Standard Terminal Arrival Route (STAR) procedure or Control Zone Entry and Exit Routes. This includes Terminal Holding Patterns, Initial Approach Procedures, arrival and departure procedures other than SIDs and STARs.
The assessment will commence once all information required has been received. The decision to the client shall include an explanation of the reasons for that decision.
Once TA has confirmation that the new/revised design meets the stated operational requirements, the procedure will be passed for final chart production. When the final production chart is complete, the Procedure Chart will be passed to NATS AIS for promulgation in the AIP. This will complete the process
Instrument Flight Procedure Safeguarding Assessment
A safeguarding assessment for Instrument Flight Procedure will only be undertaken on receipt of a completed IAP Safeguarding Assessment Request Form.
Forms will only be accepted from the owner of the Instrument Approach Procedures or persons acting on their behalf with prior approval.
Any Safeguarding Assessment requires the CAA to be in receipt of a current survey carried out in accordance with CAP 232.
The assessment is subject to the TA QMS ensuring compliance to ISO 9001/2000 standards.Once the assessment has been completed, a report of all findings and recommendations will be forwarded to the client. The assessment is only valid for the information provided by the client, any subsequent changes to this information will result in the report becoming void.
The nominal timescales for the Design Change Process from the commencement of the design to inclusion in the AIP are:
In all cases TA will endeavour to meet the agreed deadlines and, where possible, improve on them. However, adjustments may be needed to take account of published AIRAC cycle dates.
Applications for new or amended Instrument Flight Procedures should be forwarded to:
Manager Terminal Airspace, Directorate of Airspace Policy, K6 G1, CAA House, 45-59 Kingsway, London, WC2B 6TE
