Light Aircraft on SIDs

[Port Strobe]

Hi there, from an ATCO point of view could I ask what is the best course of action for a pilot in the following situation. If a light single is departing using a SID, which say tracks straight ahead for 1nm then has a 90 degree turn or more to intercept a track to a VOR/NDB, what would you rather the pilot does, bearing in mind the turning radius allowed is designed for heavy jets and there would generally be a slight headwind. The pilot could track straight ahead slightly longer then turn to intercept at a more appropriate point. They could diverge from track by a nominal figure of say 30 degrees to perform a 60 degree intercept. Or they could turn most of the way through onto around a 30 degree intercept but only intercept track quite far down towards the beacon. In my humble opinion, the first option is a non starter because an examiner would like to see a postive effort made to follow the procedure. So it comes down to the question would 30 degrees off the extended centreline be diverging quickly enough for your liking to let jet traffic behind depart on the SID or would you prefer a greater heading change and have us most of the way there before we intercept track? I personally would prefer the 60 degree intercept option but I'd like to hear what you guys/gals think as well.

Thanks for your time

[NATCA BNA]

Port,

Using the TITAN1 as an example: fly heading 045 to intercept the BNA068 VOR radial.

We would expect you to fly heading 045 until you intercept the VOR radial (BNA068R). If we have to hold a subsequent departure until you are far enough from the airport or above an altitude then that is what we have to do.

Some SID's are established for noise abatement procedures so by making a sharper turn, or an early turn would take you off the noise abatement track, which could generate unwanted phone calls.

Mike

[Chilli Monster]

For the purposes of separation the requirement is normally to have you established on the radial before someone behind can be released (unless being split on radar). Therefore the second option (initial 30 degree turn for a 60 degree intercept) would normally be preferred. That guarantees track separation.

So - your second option, definitely not 1 or 3.

[Spitoon]

Slightly tricky one this to my mind. If you are flying a SID then follow the tracks specified in the procedure. The controller should take account of the difference in performance characteristics of a light aircraft when compared to the types that more commonly use the procedure.

If the controller wants you out of the way you'll be told what heading or track to fly. So, if you're not given any alternative instructions, fly the SID.

If you really want to, ask for an early turn if this will make things easier for you. But you asked in the context of an exam - remember that if you deviate from a published procedure you become responsible for assuring terrain clearance etc (which is otherwise built into the procedure if you meet the climb profiles).

[stillin1]

SID = SID - fly the procedure as published or it ain't standard. If a ATCO chooses to changes the ac's dep tracking to achieve a more efficient flow - it is OK to accept the deviation from the SID . But it ain't the SID anymore until the published procedure is reattained.

[Port Strobe]

I think that just about answers my question, stay on track, or if you do deviate about 30 degrees would be in the right ball park if its at my own discretion. The reason I should've pointed out was that turns on a procedure are obviously commenced at (x.x)d on the ABC DME or crossing a VOR radial for example, so inaction leads to contravening the instructions set out for the procedure (hence the examination context I put forward). I just wasn't sure what sort of positive action would be appropriate. So long as ATC (and an examiner!!) are happy I'll stick with the track I think.

Thanks again to all that replied