Approach Radar

Approach Radar


Clearance		Ground		Tower		Approach Radar		Area		FIS

Description

An approach control service is an ATC service for any aircraft which is not recieving an aerodrome control service which is flying in or in the vicinity of the ATZ of that aerodrome whether or not the aircraft is flying by visual reference to the surface.

In the absence of any aerdrome control, Approach controllers will complete the tasks detailed in the Delivery, Ground and Tower SOP's

Area of responsibility

The Approach controller is responsible for all aircraft within approximately 40nm of the airport, up to a specified upper limit.

What you need to know

In addition to the general guidelines, a Centre controller must:

Be familiar with the clearance delivery SOP
Be familiar wih the Ground Control SOP
Be familiar with the Tower control SOP
Know the local procedures for the airport(s) being controlled
Understand the airspace divisions
Know all SIDS and STARS and when to use them
Understand the principles of vectoring and sequencing aircraft
Understand noise abatement procedures where applicable
Know and understand the seperation minima

Procedures

Co-ordination

Approach control shall co-ordinate with aerodrome control:

aircraft approaching to land; if necessart requesting a landing clearance

arriving aircraft which are cleared to visual holding points

aircraft routeing through the traffic circuit

Aerodrome control shall co-ordinate with approach control:
departing IFR flights

arriving aircraft which make their first call on the tower frequency

Transfer of Control

IFR flights operating with visual reference to the surface may be transferred to aerodrome control:

When an aircraft carrying out an instrument approach has become number 1 to land, and for the following aircraft when they are established on final approach and have been provided with the appropriate seperation from preceding aircraft

Aircraft operating in the traffic circuit

Aircraft approaching visually below all cloud when the aerodrome visibility is 10km or more

Transfer of communication

Approach may instruct IFR flights to establish communication with aerodrome when the aircraft has become number one to land and for following aircraft, when they are established on final approach and have been provided with appropriate seperation. Until those aircraft are flying with visual reference to the surface though, the responsibility for seperation between them is still with approach control. Aerodrome control cannot issue any instructions at that point which would reduce the seperation established by approach control.

Weather Information

As early as possible, the approach radar controller shall transmit the latest weather observations to aircraft on approach, except when this information has already been passed by another unit, or the pilot indicates that he has received it from the ATIS broadcast.

Obstacle Clearance

Obstacle clearance criteria are detailed on aerodrome approach charts. These must be adheard to.

Information to aircraft

On commencement of radar vectoring to final approach the pilot is to be advised that he will be radar vectored to intercept the final approach and of:

runway in use

type of final approach

procedure to be followed in the event of a radio comms fail if it is not published

Aircraft receiving a surveillance radar approach shall be given:

angle of the descent path

radar termination range

Terrain Clearance

RVA and RMACs indicate the minimum altitudes available to controllers when vectoring aircraft. Controllers should not use altitudes below those notified on the charts except when levels are allocated in accordance with specific procedures that are approved for use within the final approach area.

To avoid generating GPWS nuisance warnings, minimum altitudes higher than the terrain clearance minimum should be used.

Final Approach

Aircraft should not be vectored so as to be established on final approach less then 5nm from touchdown.

If it is necessary to vector an aircraft through the final approach track, the pilot should be notified.

Precision Approaches

Aircraft shall be vectored onto the localiser course or onto an appropriate (30 - 40 degrees) closing heading to enable the pilot to complete the turn onto the final approach track. The pilot should be instructed to report established on the localiser. When they do, they shall be cleared to descend on the glidepath or given an alternative clearance.

Non precision approaches

Controllers shall vector aircraft onto the final approach track or a heading to close at an angle not greater than 40 degrees offset. Whenever possible, the aircraft is to be established on the final approach track before the final approach fix to enable it to cross the final approach fix at the altitude/height specified in the notified procedure.

For procedures that are not supported by a DME, the controller shall pass a range check before clearing the aircraft for an approach. If a procedure is supported by a DME, a range check does not have to be passed at this time.

Visual Approach

To expedite traffic, IFR flights may be authorised to execute a visual approach if the pilot reports that he can maintain visual reference to the surface and:

cloud ceiling is not below the initial approach level

the pilot reports at any time after commencing the approach that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.

Standard seperation between such aircraft and others shall still be applied.

Speed Control

Controllers may request pilots to increase or decrease speed in order to maintain separation and spacing between successive landing aircraft. Speed adjustments shall not be requested or applied after the aircraft has passed a point 4nm from the threshold on final approach. Controllers shall advise pilots when speed control is no longer required.

VFR and Special VFR flights

When sequencing of IFR flights is in operation, sufficient information is to be passed to pilots of VFR and Special VFR flights to enable them to integrate safely into the landing sequence. If it is necessary for a VFR flight to be given a radar vector, or specific routeing instructions, the pilot shall be instructed to advise the controller if the routeing or vector will prevent the pilot from remaining in VMC. If it is necessary for a Special VFR flight to be given radar vectors to establish it in the landing sequence, controllers shall ensure that vectors given do not preclude the responsibility for the pilot to remain clear of cloud and in sight of the surface and keep clear of obstacles by visual reference to the surface.

Surveillance Radar Approaches (SRA)

Aircraft making an SRA shall be reminded when on final approach to check their wheels.

The ranges at which SRAs terminate will vary.

SRA terminating at 2 miles:

Advisory heights through which the aircraft should be passing to maintain the glide path, and ranges from touchdown, should be passed at each mile

Instructed to check minimum descent height one mile before advisory heights are discontinued

Advisory heights discontinued at one above the highest OCH

SRA terminating at less than 2 miles:

Advisory heights through which the aircraft should be passing to maintain the glide path, and ranges from touchdown, should be passed at each half mile

Transmissions shall not be interrupted for intervals of more than 5 seconds from a range of 4 miles until the approach is terminated

Instructed to check minimum descent height at 2 miles

Advisory heights discontinued at one above the highest OCH or a 1 mile, whichever is sooner

Controller shall not be responsible for any other duties other than those connected with the SRA

Glide path and advisory height:

Advisory levels are initially calculated based either on the QNH datum or QFE datum and rounded up to the nearest 10ft. An adjustment is then made to compute advisory levels for approaches made using another datum.

Advisory levels shall be prefixed with an indication of the datum being used (height/altitude). Pilots conducting an approach based on QNH shall be passed the aerodrome/threshold elevation prior to commencing the final descent.

Missed Approaches

Aircraft shall be instructed to carry out a missed approach in any of the following circumstances:

On instructions from approach/aerodrome control

When no landing clearance is recieved before 2 miles from touchdown (or such other range agreed with aerodrome control)

When it appears to be dangerously positioned on final approach.

Aircraft shall be advised to carry out a missed approach in any of the following circumstances:

if it reaches a position from which it appears a successful approach cannot be completed

it is not visible on the radar display for any significant interval during the last 2 miles of the approach

if the position or identification of the aircraft is in doubt during any portion of the final approach.

Integration of VFR flights with IFR traffic

Flight rules:

The pilot is responsible for determining the Flight Rules under which he wishes to conduct his flight.

Control of VFR flights:

Although in Class D, E, F and G airspace separation standards are not applied, ATC has a responsibility to prevent collisions between known flights and to maintain a safe, orderly and expeditious flow of traffic. This objective is met by passing sufficient traffic information and instructions to assist pilots to see and avoid each other. It is accepted that occasionally when workload is high, the traffic information passed on
aircraft in Class F and G airspace may be generic rather than specific.

Instructions issued to VFR flights in Class D airspace are mandatory. These may comprise routeing instructions, visual holding instructions and level restrictions in order to establish a safe, orderly and expeditious flow of traffic and to provide for the effective management of overall ATC workload.

For example, routeing instructions may be issued which will reduce or eliminate points of conflict with other flights, such as final approach tracks and circuit areas, with a consequent reduction in the workload associated with passing extensive traffic information. Visual Reference Points (VRPs) may be established to assist in the definition of frequently utilised routes and the avoidance of instrument approach and
departure tracks.

Notwithstanding that VFR flights in Class E controlled airspace may operate without reference to ATC, it can be expected that the majority of flights will communicate with ATC and can be expected to comply with instructions issued as above.

When issuing instructions to VFR flights controllers should be aware of the over-riding requirements for the pilot to remain in VMC, to avoid obstacles and to remain within the privileges of his licence. This may result in the pilot requesting an alternative clearance, particularly in marginal weather conditions.

Radar controllers in particular should exercise extreme caution in radar vectoring VFR flights – a geographical routeing instruction is preferable. Prior to radar vectoring the controller must establish with the pilot the need to report if headings issued are not acceptable due to the requirements to remain in VMC, avoid obstacles, and comply with the low flying rules. Controllers should be aware that pilots of some VFR flights may not be sufficiently experienced to comply accurately with radar headings, or to recover to visual navigation after radar vectoring.

IvAc settings

We recommend you use range rings set to 10nm and display VORs, NDBs (no name), Fixes (no name), airspace boundaries, Geographical data and runways. (Toggle airways, airport names, and SIDS/STARs as needed.)

Select altitude filter limits that include as a minimum: