VATSIM-UK South East RTS

Transcription

1 VATSIM-UK South East RTS APPROACH CONTROL PROCEDURAL - VERSION MAY 2012

2 Distribution and Scope This manual outlines the procedures for Approach Control Procedural controllers within the VATSIM- UK Division. Exclusion of Liability This manual is for use on the VATSIM Network only and should never be adopted for real world use. The information published by VATSIM-UK within this document is made available without warranty of any kind; the organisation accepts no responsibility or liability whether direct or indirect, as to the currency, accuracy or quality of the information, nor for any consequence of its use. NOT FOR REAL WORLD USE 2

3 Contents Section 1 Approach Control Procedural... 6 Introduction... 6 Approach Procedural ATSUs in the UK... 6 Section 2 Holding and Instrument Approach Procedures... 7 Navigation Aids... 7 General... 7 NDB... 7 VOR... 8 DME... 8 ILS... 8 VHF Direction Finding (VDF)... 9 RNAV and GPS... 9 Instrument Approach Procedures Types of Instrument Approach Approach Speeds Instrument Approach Segments Types of Reversal Procedure Holding Hold Entry Procedures Approach Sequence Expected Approach Times Delay Not Determined Section 3 Assessment and Treatment of Obstacles Minimum Sector Altitude Obstacle Clearance Altitude/Height Section 4 Visual Manoeuvring (Circling) Circling Approach Visual Manoeuvring (Circling) Area Section 5 Visual Approaches Authorisation Separation

4 Section 6 Separation Standards Vertical Separation Changing Levels Lateral Separation Track Separation Geographical Separation Deemed Separation Aircraft Holding Longitudinal Separation Based on Time Based on Distance Departure Separation En route and Departing Aircraft Essential Traffic Information VMC Climb and Descent Section 7 Co-ordination Types of Co-ordination Co-ordination with Aerodrome Control Information to ADC Transfer of communications and control to ADC Co-ordination with Area Control Information to ACC Transfer of communications and control from Area Control Section 8 Approach Clearances Section 9 Flight Information Services Section 10 Examples of Practical Application Controlling Technique Use of Levels box General Strip Marking Approach Procedural Phraseology Arrivals Followed by:

5 Establishing on DME Arcs NDB Approach VOR Approach ILS Approach RNAV (GNSS) approach

6 Section 1 Approach Control Procedural Introduction Approach Control Procedural is the provision of an Air Traffic Service to aircraft arriving, departing and overflying aircraft without the use of ATS surveillance equipment (Radar). Before the introduction of radar, conventional procedural separation was the only form of separation for arriving, departing and en-route aircraft. Indeed, it is still relevant today, as a mixture of procedural and radar separation is still used in a radar environment. Additionally, at many regional airports radar is not always available and a Procedural Service is routinely provided. The basic separation techniques are described in this document with examples, however there are multiple ways of solving each problem with procedural control; it is up to individual controllers to plan the most efficient method at the time. Generally, in order to climb or descend aircraft, vertical separation is maintained until lateral or longitudinal separation is achieved which then allows the climb/descent to take place. The purpose of this document is to equip the reader with the knowledge required to commence training at an Approach Control unit on VATSIM. Approach Procedural ATSUs in the UK The following airports are not radar equipped and a procedural Approach Control unit is established: Benbecula (EGPL) Biggin Hill (EGKB) Cambridge (EGSC) - Procedural at weekends Carlisle (EGNC) Cranfield (EGTC) Dundee (EGPN) Gloucester (EGBJ) Kirkwall (EGPA) Lydd (EGMD) Oxford/Kidlington (EGTK) Plymouth (EGHD) Scatsta (EGPM) Scilly Isles/St. Mary's (EGHE) Shoreham (EGKA) Stornoway (EGPO) Wick (EGPC) A number of radar-equipped airfields operate procedurally at times when the radar or a radar controller is unavailable, for example, late at night or early in the morning, or when the radar is out of service for maintenance. 6

7 Section 2 Holding and Instrument Approach Procedures Navigation Aids General Each radio navigation aid transmits an aural Morse code 'ident' which enables the pilot to identify the radio aid. Each radio navigation aid will have a designated operational coverage (DOC) outside of which there may be interference from other radio aids using the same frequency. The DOC and other details including the frequency, callsign or identification, hours of service, location and remarks are published in the UK AIP ENR 4.1. NDB A non-directional radio beacon (NDB) is a ground-based transmitter that transmits radio energy in all directions. The automatic direction finder (ADF), fitted in an aeroplane has a needle that indicates the direction from which the signals of the selected NDB are being received which allows the pilot to fly specific tracks, taking into account wind drift, to (QDM) or from (QDR) an NDB. NBDs transmit in the low-frequency or medium-frequency band. Low powered NDBs (locators) are used for approaches and generally have a limited range of about nm whereas en-route NDBs can have a much longer range. Within the promulgated range, the NDB should be accurate within ± 5, however the accuracy can be affected by a number of factors: Thunderstorm effect - ADF needle may be deflected towards a nearby electrical storm Night effect - skywaves from the NDB returning to earth from the ionosphere cause interference with the surface waves from the NDB, resulting in a fading signal and wandering ADF needle. Interference from other NDBs transmitting on similar frequencies Mountain effect - reflections of the NDB signals from mountains Coastal effect - caused by the NDB signal bending slightly towards the coastline when crossing it at an angle Turning error - the needle will dip towards the lower wing 7

8 When an aircraft passes overhead the NDB, it will enter a cone of silence where no signals are received for a few seconds. VOR A VHF omnidirectional radio range (VOR) is a very high frequency radio navigation aid and is the ICAO standard short -range radio navigation aid. The VOR offers many advantages over the ADF/NDB combination, including reduced susceptibility to electrical and atmospheric interference and elimination of the night effect, since VFR signals are line-of-sight and not reflected by the ionosphere. The VOR allows the pilot to select the desired magnetic track, to fly to or from the VOR station and determine how far left or right of track they are. There are 360 individual tracks (1 per degree) which radiate from a VOR (like the spokes of a wheel). Each of these tracks is called a radial. Within the DOC, VOR reception should be reliable and accuracy of ± 2 (or better) can normally be achieved. As with an NDB, when an aircraft passes overhead the VOR, it will enter a cone of silence where no signals are received for a few seconds. DME Distance-measuring equipment (DME) is a transponder-based radio navigation aid which provides slant range distance by measuring the propagation delay of radio signals. The aircraft use DME to determine their distance from a land-based transponder by sending and receiving pulse pairs. DME frequencies are normally paired with VOR or localiser frequencies and therefore can be selected using a VHF-NAV radio. When directly overhead a DME ground station, the DME indicator in the cockpit will show the height of the aeroplane in nautical miles. A DME arc may form part of an instrument approach and is flown by maintaining an approximately constant DME reading. ILS An Instrument Landing System (ILS) is a ground-based system, comprising of three elements, which enables aircraft to carry out a precision approach to a particular runway. 1. The localizer (LLZ) provides tracking guidance along the extended centreline (guidance in azimuth left or right of the extended centreline). 2. The glideslope provides vertical guidance towards the runway touchdown point, usually at a slope 3 to the horizontal. 3. Marker beacons provide accurate range fixes along the approach (usually outer marker and middle marker) although on some approaches locator beacons or DME may be used instead. When the glideslope is not available, or if required, aircraft may carry out a non-precision localizeronly approach. 8

9 ILS Marker Beacons: Outer Marker (OM) is located between 3 and 7nm from the runway threshold and may be co-located with a locator beacon (NDB) and labelled 'LOM' - locator outer marker and may be used for tracking and holding. Middle Marker (MM) is located approximately 0.6 nm from the runway threshold. Inner Marker (IM) a few ILSs have inner markers situated very close to the threshold. Normally the initial approach fix will be a radio beacon such as an NDB or a VOR which will enable the pilot to home towards the IAF and track outbound to establish on the ILS localiser. VHF Direction Finding (VDF) Some aerodromes are equipped with dipole or Doppler radio aerials that can sense the direction of VHF communications (voice) signals received from an aeroplane. This enables controllers to give the pilot a bearing of the aircraft relative to the aerodrome either as a QDM (magnetic bearing to the ground station) or a QTE/True bearing (true bearing from the ground station) which enables the pilot to home towards the VDF station and track outbound if required. The accuracy of bearings is classified by the controller as: Class A accurate to within ± 2 Class B accurate to within ± 5 Class C accurate to within ± 10 Class D less accurate than class C Normally, accuracy no higher than Class B will be available. Sources of error are site errors, such as reflection from nearby obstacles and propagation error caused by differing terrain. VDF approaches are available at some airports and are similar to NDB approaches, except that the bearing information is obtained from the controller instead of the ADF. Aircraft will be cleared to the VDF overhead and will request bearings from the controller throughout the procedure. RNAV and GPS Area navigation (RNAV) allows aircraft to fly waypoint-to-waypoint on a direct course without having to overfly ground-based radio aids. A waypoint is a geographical position usually specified by latitude and longitude, or by radial and distance from a VOR/DME. RNAV routes can be flown using a combination of VOR/DME equipment and RNAV equipment, which can store waypoints and display position information, or approved GPS equipment. The global positioning system (GPS) is a space-based satellite navigation system which can be used for non-precision RNAV (GPS) approaches. The missed approach procedure on RNAV approaches is based on a conventional radio navigation aid in case of the GPS system becoming unserviceable during an approach. 9

10 Instrument Approach Procedures Types of Instrument Approach Precision Approach An instrument approach procedure utilising azimuth and glide path information provided by ILS or PAR. Procedural ILS approaches usually use an NDB or VOR for homing and then tracks from the beacon are used for positioning onto the ILS. Non-precision Approach An instrument approach that does not incorporate vertical guidance (i.e., no glide-slope) is defined as a non-precision approach. Examples of non-precision approaches are NDB, VOR, VDF or RNAV approaches. Approach Speeds Aircraft are divided into categories according to the nominal threshold speed (V AT ). The pilot will refer to the UK AIP AD to determine the category of their aeroplane. The categories are as follows: Aircraft Categories Category A Category B Category C Category D Category E V AT < 91 kt 91 to 120 kt 121 to 140 kt 141 to 165 kt 166 to 210 kt Instrument Approach Segments A complete instrument approach procedure may be divided up into five segments: 1. Arrival Segment The part of the route flown from the en route phase of the flight to the initial approach fix (IAF) is considered the arrival segment. The arrival segment may also be referred to as a 'feeder route' or 'terminal route'. Many procedures to not require an arrival segment - the en route tracking often ends at the IAF. 10

11 The direct arrival segments for Wick VOR/NDB arrivals runway Initial Approach Segment The initial approach segment commences at the initial approach fix (IAF) and may consist of a: particular track VOR radial DME arc reversal procedure The initial approach segment ends at the intermediate approach fix or final approach fix or point (if applicable). Note: on a non-precision approach it is referred to as a 'final approach fix' whereas on a precision approach it is a 'final approach point'. 3. Intermediate Approach Segment The intermediate approach segment begins at the intermediate approach fix or at the end of a reversal or racetrack procedure and ends at the final approach fix or point. 4. Final Approach Segment The final approach segment begins at the final approach fix/point and is the part of the approach where the alignment and final descent for landing is accomplished. In a non-precision approach, it ends at the missed approach point (MAPt). 11

12 5. Missed Approach Segment The missed approach procedure is followed if the approach cannot be continued. For precision approaches, the missed approach point (MAPt) is defined by the intersection of the glidepath with the pilot's decision height and therefore is not shown on approach charts. Unless visual, the pilot should commence a missed approach immediately on reaching the DH. For non-precision approaches the missed approach point (MAPt) is defined by either a fix, facility or timing and is shown on the chart. The pilot may not descend below their minimum descend height (MDH) on a non-precision approach unless they are visual but may track in as far as the MAPt at or above MDH before beginning a missed approach. Types of Reversal Procedure A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. 1. Base Turn The base turn procedure for the VOR/DME approach runway 05 at Glasgow. Note the different outbound radial for CAT A, B and CAT C, D aircraft. 12

13 2. Procedure Turn The procedure turn for the ILS/DME approach runway 05L at Manchester. 3. Racetrack Procedure The racetrack procedure for the NDB/DME approach runway 13 at Wick - the pilot simply extends the outbound leg of the hold for 3 minutes (or to 8DME) before commencing a base turn. Official instrument approach procedures are notified by the CAA. Pilots are normally expected to be conversant with these procedures, but in exceptional circumstances a pilot may request the information. When this request is made, or it is apparent that the pilot is not conversant with these procedures, the following information is to be transmitted. a) On initial contact: 13

14 i) This is the approach procedure for (aid) for category A aircraft. Final approach track (degrees) ; ii) Arrival level (if necessary); iii) Type of reversal manoeuvre including outbound track, length in time or distance, level instructions and direction of procedure turn where applicable. b) When aircraft commences final reversal: intermediate and final approach track, intermediate and final approach fixes together with level instructions, stepdown fixes and OCH; c) Missed approach point and missed approach procedure (when required). Items a) ii) and iii) may be omitted for straight-in approaches. If the pilot is copying down the information the whole procedure can be passed in one message. Even if visual reference to the ground is established before completion of the approach procedure, the pilot will normally complete the whole procedure. At his request however, he may be cleared to break-off the instrument procedure and carry out a visual approach. Separation from other traffic is to be provided unless the pilot cancels his IFR plan. Holding Holding shall be accomplished in accordance with notified procedures. If the notified entry and holding procedures are not known to the pilot, the appropriate ATC unit shall describe the procedures to be followed. A holding pattern is generally a racetrack shape and has five basic elements: 1. the holding fix 2. the holding radial or bearing 3. the location of the holding radial or bearing relative to the eight main points of the compass 4. the direction of turns 5. the timing 14

15 Levels at holding facilities shall be assigned so as to permit aircraft to approach in their correct order. Normally the first aircraft to arrive over a holding facility should be at the lowest level with following aircraft at successively higher levels. Hold Entry Procedures Aircraft will enter a holding pattern using the appropriate entry procedure, based on the aircraft's heading, which is designed to keep the aircraft inside the protected area of the holding pattern. A hold entry procedure may also be required for an aircraft to position to commence the approach. For the purposes of ATC, when an aircraft reports entering the holding pattern, even if it is still carrying out an entry procedure, it is considered by ATC to be in the hold. As shown in the diagram above, a line is drawn through the inbound track of the hold at a 70 angle. This produces 3 sectors. 1. Sector 1 - aircraft A (arriving via sector 1) will carry out a parallel entry procedure. On reaching the holding fix, aircraft A will fly parallel to the outbound track for 1 minute before turning left towards the fix. 2. Sector 2 - aircraft B (arriving via sector 2) will carry out a teardrop or offset entry procedure. On reaching the holding fix, aircraft B will fly a track 30 offset to the reciprocal of the inbound track for 1 minute before turning right to the holding fix. 3. Sector 3 - Aircrafts C and D (arriving via sector 3) will carry out a direct entry. On reaching the fix the aircraft will turn right into the holding pattern. The standard direction for a holding pattern is right-hand, however, left-hand patterns do exist, and the entry procedures would be a mirror image of those described above. All turns will be carried out at Rate 1 (3 per second) therefore, an entry procedure should take approximately 3 minutes to complete, while a hold should take 4 minutes if sufficient corrections are made by the pilot to take into account the wind. 15

16 Approach Sequence The approach sequence shall be established in a manner which will facilitate arrival of the maximum number of aircraft with the least delay. However, priority in the approach sequence is to be given to certain aircraft as indicated in Section 1 of MATS Part 1. The first aircraft will descend from the lowest level of the holding stack and commence approach when instructed. The second aircraft in the approach sequence may be instructed to descend to the level previously occupied by the first aircraft, after the first aircraft has reported vacating it. If, however, severe turbulence is known to exist, the instruction shall be withheld until the first aircraft has reported at least 1000 feet below the vacated level. The second aircraft may be instructed to leave the holding facility and descend for approach when the required separation has been established between it and the preceding aircraft and reasonable assurance exists that a normal landing can be accomplished. Expected Approach Times The expected approach time is the time that Approach Control estimate that an aircraft will be able to leave the holding facility (i.e. go beacon outbound), following a delay, to commence its approach to land. EATs are based on the landing rate and are calculated according to the traffic situation. They are to be expressed as actual times (not as time intervals) and revised if the situation changes or if the EAT changes by 5 minutes or more. They are to be passed to aircraft well in advance and revised until the aircraft has left the holding facility. Example In the example below, an airfield has a VOR holding pattern with a procedural ILS/DME and VOR/DME approach. The landing interval for both types of approach is specified below as well as the total interval if an offset or parallel entry procedure is required before going beacon outbound. Landing interval: Type of Approach Direct entry Offset/parallel (+3 minutes) ILS/DME 7 minutes 10 minutes VOR/DME 8 minutes 11 minutes Sequence Aircraft Type of Approach ETA for beacon Expected Approach Time 1 BAW712 ILS/DME (direct) 10:08 No Delay 2 MFLYI VOR/DME (direct) 10:12 10:15 3 GBMIW ILS/DME (offset) 10:24 No delay 4 REA712 ILS/DME (offset) 10:25 10:34 5 EZY113 ILS/DME (direct) 10:26 10:41 16

17 Note In the example above, the EAT for GBMIW would be 10:23 (10:15 + 8), however since GBMIW is estimating the beacon later than this, he would be given No delay. REA712 is given an EAT of 34 (10: for offset) and EZY113 is given an EAT of 41 even though REA712 would in theory have to carry out an entry procedure. This is because the 3 minutes entry procedure would have been completed by the time REA712 is cleared for the approach at 34 (i.e. the time taken for the entry procedure is absorbed if they are required to hold). When aircraft are given an EAT, the EAT shall be passed sufficiently in advance to permit the pilot to arrange his flight path accordingly. Delay Not Determined If, for reasons other than weather, e.g. an obstruction on the runway, the extent of the delay is not known, aircraft are to be advised delay not determined. As soon as it is possible for aircraft to recommence approach procedures, EATs are to be issued. The expression delay not determined is not to be used when changing runways. Delays can be forecast with reasonable accuracy and EATs are to be passed to aircraft. Holding for Weather Improvement If aircraft elect to hold for the weather to improve at the landing aerodrome the controller shall inform the first aircraft entering the holding pattern no traffic delay expected. Subsequent aircraft are to be passed delay not determined (number) aircraft holding for weather improvement. 17

18 Section 3 Assessment and Treatment of Obstacles Minimum Sector Altitude The lowest altitude which may be used which will provide a minimum clearance of 300m (1000ft) above all objects located in an area contained within a sector of a circle of 46km (25nm) radius centred on a radio aid to navigation. The MSA as shown on the instrument approach chart for Manchester based on the MCT VOR (below). Obstacle Clearance Altitude/Height The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. OCA/H is calculated by the designer for each individual approach and depicted on the instrument approach chart. The OCA/H for precision approaches will be lower than for non-precision approaches because on a precision approach, the aircraft's descent will be on the glide-slope and should not arrive at the minimum height earlier than required. Another factor is aircraft speed; a slower aircraft will have less inertia and will therefore loose less height during the transition from final descent to missed approach and are also more maneuverable when circling to land on another runway. The pilot's minima must not be less than the OCA/H or the system minima detailed in the UK AIP AD (for precision approaches), whichever is higher. 18

19 Section 4 Visual Manoeuvring (Circling) Circling Approach A Circling Approach is an extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing. It enables the pilot to fly an instrument approach and, when visual with the runway, circle to land on a different runway. Visual Manoeuvring (Circling) Area The Visual Manoeuvring Area is the area in which obstacle clearance should be taken into consideration for aircraft carrying out a circling approach and is determined by drawing arcs centered on each runway threshold and then joining the arcs with tangential lines. The radius of these arcs is determined by the following factors: Aircraft category Speed Wind speed (based on 25 kts) Bank angle (20 or 'Rate One' [3 per second], whichever requires the least bank) A circling approach is a visual flight manoeuvre and the runway environment must be kept in sight while at MDA/H. If visual reference is lost, a missed approach is carried out for the instrument approach procedure which was conducted. This will involve making a climbing turn towards the runway and once overhead, establishing on the missed approach track. 19

20 Section 5 Visual Approaches Authorisation To expedite traffic at any time, IFR flights, either within or outside controlled airspace, may be authorised to execute visual approaches if the pilot reports that he can maintain visual reference to the surface and: a) the reported cloud ceiling is at or above the level of the beginning of the initial approach segment; or b) the pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished. Controllers should not clear an aircraft for a visual approach when the RVR is less than 800 m. If a pilot requests a visual approach when the RVR is less than 800 m, controllers should inform the pilot that this type of approach is unavailable and request the pilot's intentions. Separation Separation will continue to be provided between aircraft in receipt of a Procedural Service once they have been cleared for a visual approach. Where IFR flights are authorised to make a visual approach, pilots are to be informed of any recommended wake turbulence separation minima. Controllers shall exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain. 20

21 Section 6 Separation Standards Vertical Separation Vertical separation is the most basic form of separation and may be considered as the primary form of separation in procedural control. Vertical separation exists when the vertical distance between aircraft is never less than 1000 feet. Changing Levels An aircraft may be instructed to climb or descend to a level previously occupied by another aircraft provided that: a) vertical separation already exists; b) the vacating aircraft is proceeding to a level that will maintain vertical separation; and c) the pilot has reported vacating the level. In the example below, aircraft B has reported leaving FL50 and is descending to a level which is at least 1000 feet below FL50, therefore aircraft A may descend to FL50. A FL60 FL50 B "Leaving FL50 descending to FL40" FL40 In the example below, vertical separation does not exist until Aircraft B reports reaching FL50. A B "Leaving FL60 descending to FL50" FL60 FL50 FL40 In the example below, aircraft B may depart climbing to 3000 feet once aircraft A has reported passing 3000 feet. FL ' A "passing 3000 feet" 2000' B 21

22 Lateral Separation Lateral separation is a form of horizontal separation whereby the distance between aircraft is never less than a specified amount. It is achieved by requiring aircraft to fly on different tracks or in different geographical locations as determined by visual observations or by use of navigational aids. Track Separation Track separation shall be established by requiring aircraft to fly on specified tracks, which are separated by a minimum amount appropriate to the navigation aid employed. Aircraft must be within the designated operational coverage of a VOR or the protected range of an NDB as shown in the UK AIP (AD) section and where DME distance values are used, each aircraft must be using (flying towards or away from) the same VOR/DME/TACAN facility. Refer to the next page for diagrams depicting track separation. 22

23 15 miles Using a VOR and associated DME/TACAN station. Both aircraft must have reported established on radials at least 20 apart. 20 VOR/DME/TACAN 20 VOR/DME/TACAN 30 miles Aircraft diverge and one aircraft is 15 miles or more from the DME/TACAN station. Aircraft converge and one aircraft is 30 miles or more from the DME/TACAN station. 20 miles 20 VOR/DME/TACAN VOR 30 miles Time equivalent of 15 miles or 4 minutes whichver is the greater 20 One aircraft inbound and the other outbound from the VOR station provided that the outbound aircraft is at least 20 miles OR the inbound at least 30 miles from the station. Using VOR radials. When one aircraft is a time equivalent of 15 miles or 4 minutes (whichever is the greater) from the VOR and both aircraft have reported established on radials which diverge by 20 or more. Aircraft diverging VOR 45 Using VOR radials. Both aircraft must have passed a VOR on tracks diverging by 45 or more and have reported established on the relevant radials. Aircraft diverging NDB Time equivalent of 15 miles or 4 minutes whichver is the greater 30 Using specified tracks from an NDB. When one aircraft is the time equivalent of 15 miles or 4 minutes (whichever is the greater) from an NDB and both aircraft have reported established on tracks which diverge by 30 or more. Aircraft diverging 23

24 Examples: Aircraft may be instructed to establish on specific radials to/from a VOR or tracks to/from an NDB. GABCD after departure turn left to establish the SAM 100 radial climb FL40. GCD report established on the 100 radial and passing 3000 feet GCD report 15 DME In the above example, a second departure may be released with the instruction to establish on radial 20 degrees or more either side of 100 and climb to 3000 feet once the GABCD reports passing 3000 feet. Once GABCD has reported established on the radial AND has reported 15 DME AND the subsequent departure has reported established on the radial, both aircraft are separated laterally and the second aircraft may climb through the level of GABCD. GCD after passing SND, establish on the 210 outbound track GCD report established on the 210 track Geographical Separation Geographical separation must be: a) indicated by position reports over different geographical locations that have been specified in the vmats Part 2 as being separated; and b) constant or increasing. Geographical separation will be specified in the unit vmats Part 2. An example of a geographical separation is provided below: Westbound IFR departures are deemed to be separated from the LUT NDB hold when they have passed the BNN VOR R359. Vertical separation must be used during the initial climb out. Southbound or south-eastbound IFR departures are deemed to be separated from the LUT NDB hold when they have passed the BPK VOR. Deemed Separation Deemed Separations are often established between arriving and departing aircraft and between holding and en-route aircraft and will be approved by the authority and specified in the unit vmats Part 2. The purpose is to provide a more expeditious solution to separating aircraft where it would otherwise lead to unnecessary delays. An example of a deemed separation is reproduced below: Inbound and Outbound Traffic (Non-Radar) 24

25 i. The aircraft on instrument approach must have reported crossing the MTN NDB and be established outbound on the appropriate procedure track at a DME range of 4nm or more. ii. The departing aircraft must climb straight ahead, plus or minus 30 degrees, until 1000ft or more above the aircraft on the instrument approach, before turning on track. The initial cleared altitude must be at or above the appropriate Minimum Sector Altitude. iii. Vertical separation must be achieved before the arriving aircraft has reached 4nm DME inbound. iv. The above procedure must not be used for the direct arrival 10 DME arc procedure, or for aircraft that are continuing in the hold. The above procedure allows for aircraft to depart, under the specified conditions, when there are aircraft carrying out instrument approaches. Aircraft Holding Vertical separation shall be provided between holding and en route aircraft while such en route aircraft are within 5 minutes flying time of the holding aircraft's flight path (or holding area where this is published), except where it is published in vmats Part 2 that lateral separation is deemed to exist (e.g. it may specify that once an en-route aircraft has passed a specific location it is deemed separated from the aircraft in the hold). Example: FL ' 5 minutes flying time from the holding facility Holding Facility 6 minutes flying time from 1 minute legs the holding facility 2000' Longitudinal Separation Longitudinal separation based on either time or distance shall be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minima. It is achieved by requiring aircraft to: a) depart at a specified time; b) lose or gain time to arrive at a geographical location at a specified time; or c) hold over a geographical location until a specified time. 25

26 Example a) When releasing departures, Approach Control may specify the time that the aircraft may depart, for example: Release not before 14:23; or Release not before BAW123 plus 2 minutes Example b) Approach Control may instruct an aircraft to lose or gain time: A/C GND estimating BITLI at 35 APP GND roger, cross BITLI at time 37 or later Note: aircraft will need sufficient time in order to loose or gain time. Typically in Approach Control, the instruction to cross a point at a specified time would normally only be possible if the specified time differed from the ETA by only a few minutes. For the purpose of application of longitudinal separation, the terms below shall have the following meanings: 'Same track' when the track of one aircraft is separated from the track of the other by less than 45 ; 'Reciprocal track' when the track of one aircraft is separated from the reciprocal of the other by less than 45 ; 'Crossing track' intersecting tracks which are not classed as 'same' or 'reciprocal'. 26

27 Based on Time Longitudinal separation based on time is normally 10 minutes, but it can be reduced under specific circumstances which are described in the table Crossing MATS Part 1, Section 1, Chapter 3, page 7. The most relevant for procedural control are: Aircraft En Route Minimum Separation Provisions Same cruising level and same track 2 minutes* 5 minutes* Provided the 2 minute departure separation has been applied (see separate table). Provided the preceding aircraft has filed an airspeed of 20 knots or more faster than the following aircraft. Crossing Climbing and descending on the same track Crossing tracks Reciprocal tracks 10 minutes 5 minutes* at time levels are crossed 10 minutes 10 minutes 10 minutes before and after the estimated passing time Provided that the level change is commenced within 10 minutes of the time the second aircraft has reported over the same exact reporting point. Vertical separation shall be provided for at least 10 minutes both prior to and after the estimated time of passing unless it is confirmed that the aircraft have actually passed each other by i. ATS surveillance system derived information; ii. a visual sighting report from both pilots (by day only); or iii. aircraft position reports over the same exact reporting point; provided vertical separation is maintained for sufficient time to take into consideration possible navigation errors. * In order to determine whether the appropriate longitudinal separation the controller would use actual position reports (i.e. comparing the times at which aircraft cross a significant point). Forward estimates may be used for all the 10 minute separations. 27

28 Examples Crossing Tracks: Vertical separation must be provided whilst aircraft a is within 10 minutes of the track of aircraft B. X Aircraft A - ETA point X 11:17 Aircraft B - ETA point X 11:15 Aircraft A must be 1000 feet above or below aircraft B by time 11:07 and vertical separation must be maintained until time 11:25. Reciprocal Tracks For aircraft passing on reciprocal tracks, an estimated passing time is calculated by comparing the estimates for reporting points and also taking into account aircraft speed. Once the estimated passing time is determined, vertical separation is to be provided from 10 minutes before the estimated passing time, until 10 minutes after. This wouldn't be necessary if both aircraft reported visual with one another and passed and clear. The 5 and 10 minute time-based separations are more relevant to Area Control Procedural than Approach Control, especially for climbing and descending aircraft, because there would normally be more efficient methods to use instead, such as VOR radials and DME distances. 28

29 Based on Distance When using DME/TACAN, separation shall be established by maintaining not less than the distance specified in the table below between aircraft positions as reported by reference to the same 'on track' DME/TACAN stations (i.e. flying directly inbound or directly outbound from the station). Separation based on DME/TACAN is not to be used when aircraft are within 15 miles of the overhead of the facility. Slant range errors beyond 15 miles may be ignored. Aircraft En Route Minimum Separation Provisions Same cruising level and same track 15 miles Provided the preceding aircraft maintains a true airspeed of 20 knots or more faster than the following aircraft and both are within 100 miles of the DME/TACAN station. 20 miles 20 miles 25 miles Provided the preceding aircraft maintains a true airspeed of 20 knots or more faster than the following aircraft. Provided both aircraft are within 100 miles of the DME/TACAN station. - Climbing or descending on the same track 15 miles at the time the levels are crossed Provided that one aircraft maintains level flight while vertical separation does not exist. Reciprocal tracks 40 miles The 40 mile separation need not apply if it has been established that the aircraft have passed each other and are at least 10 miles apart. The 10 miles may be further reduced to 5 miles when both aircraft are within 100 miles of the DME/TACAN station. 29

30 Examples Climbing or descending on the same track: RRR113 SAM VOR/DME FL60 FL50 G-ABCD FL40 In the example above, both G-ABCD and RRR113 have reported established on radials to the SAM VOR/DME which are considered 'same track' and are within the DOC of the VOR/DME but more than 15nm away and are flying at similar speeds. The controller wants to descend RRR113 from FL60 to 3000' (through the level of G-ABCD). APP A/C APP A/C GCD report your DME distance to SAM GCD is 38 DME SAM GCD roger, break, RRR113 report your DME distance to SAM RRR713 is 22 DME SAM The controller has 15nm DME between the aircraft, so can descend the RRR713 through G-ABCD's level. APP RRR713 roger, descend to altitude 3000 feet QNH 1013, report reaching If G-ABCD was travelling faster than RRR113, then this might not have been possible without speed control being applied first. 30

31 Reciprocal Tracks: If aircraft are travelling on reciprocal tracks (or radials) for example and arrival versus a departure or over-flight, then a 'DME pass' may be used, provided the usual conditions exist (i.e. both established on tracks/radials to/from the same DME station, both within the DOC but greater than 15nm from the DME station). G-ABCD SAM VOR/DME FL60 FL50 RRR113 FL40 A/C APP A/C RRR113 passing 15 DME SAM RRR113 roger, break, G-CD report your DME distance to SAM G-CD is 28 DME SAM The controller will note down the distances and times at which the aircraft report them. Depending on the situation and relative speeds of the aircraft, the controller will either, wait and ask the aircraft to report their DME distance again or ask them to report passing a specific DME. In the above example, the controller will be looking for the aircraft to have passed each other and be 5nm DME apart. APP A/C APP G-CD report passing 21 DME SAM wilco G-CD RRR113 report passing 26 DME SAM Once the aircraft have passed and the required distance exists between them, longitudinal separation exists and the aircraft may climb or descend. Once vertical separation exists once again, the aircraft may be taken off the radials/tracks and resume own navigation. Departure Separation Separation between departing aircraft shall be applied so that after one aircraft takes off the next succeeding aircraft does not take-off within less than the number of minutes specified in the table in MATS Part 1, Section 1, Chapter 3, Page 9. The minima in the table are complementary to the en route longitudinal separations based on time. Greater minima than that listed below may be required for wake turbulence separation purposes. 31

32 The most important separations for procedural control are shown below: Minimum Separation Provisions 1 minute Provided that the aircraft fly on tracks diverging by 45 or more immediately after take-off. 2 minutes Provided that: i. the preceding aircraft has filed a true airspeed 40 knots or more faster than the following and; ii. neither aircraft is cleared to execute any manoeuvre that would decrease the 2 minute separation between them. 5 minutes Provided that the preceding aircraft has filed a true airspeed of 20 knots or more faster than the following aircraft. 10 minutes - En route and Departing Aircraft The minimum longitudinal separation between an en route aircraft and a departing aircraft shall be 10 minutes. This may be reduced to 5 minutes provided that: a) the en route aircraft has filed a true airspeed of 20 knots or more faster than the departing aircraft; and b) the en route aircraft has reported over an exact reporting point at which the departing aircraft will join the same route; and c) the departing aircraft is given positive instructions to arrive at the same exact reporting point 5 minutes behind the en route aircraft. Essential Traffic Information Essential traffic is traffic which is separated for any period by less than the specified standard separation. It is normally passed in situations when ATS surveillance systems are not available. Essential traffic information passed to an aircraft shall include: a) Direction of flight of conflicting aircraft; b) Type of conflicting aircraft; c) Cruising level of conflicting aircraft and ETA for the reporting point, or for aircraft passing through the level of another with less than the normal separation; the ETA for the reporting point nearest to where the aircraft will cross levels; and d) Any alternative clearance. Example: G-CD, Essential Traffic Information, an east-bound King Air just reported GWC maintaining altitude 3500 feet, estimating SHM at time 23, descend to altitude 2500 feet. 32

33 VMC Climb and Descent To avoid excessive delays to traffic when ATS surveillance systems are not available, controllers may authorise an aircraft to climb or descend in VMC provided: a) essential traffic information is given; b) the pilot of the aircraft climbing or descending agrees to maintain his own separation from other aircraft and the manoeuvre is agreed by the pilot of the other aircraft; c) it is during the hours of daylight; d) the aircraft is flying in visual meteorological conditions; e) the manoeuvre is restricted to Class D, E, F and G airspace at or below FL100; and f) the aircraft is not in CAS-T (Temporary Controlled Airspace). In theory, only pilots can request VMC climbs and descents; controllers are not supposed to offer them. However, in practice, where unreasonable delays may be avoided and when the conditions are met, controllers may offer a VMC climb/descent to an aircraft provided that the other aircraft is maintaining level flight. Example: "HGR872, Essential Traffic Information, an east-bound PA31 estimating SHM at 20 maintaining 2200 feet, are you able to accept a VMC climb maintaining your own separation from this traffic? " "Affirm HGR872" "G-CD, Essential Traffic Information, a west-bound Citation shortly departing from Shoreham on track GWC will be conducting a VMC climb through your level to FL50, are you happy to accept this traffic?" "Affirm G-CD" "HGR872, After departure right turn on track GWC, climb FL50, maintaining own separation and remaining VMC until passing 3200 feet." "HGR872 report passing 3200 feet" GWC SHM FL ' 2000' G-ABCD HGR872 In the example above, both the departing and arriving aircraft would have been delayed if the controller had to provide standard separation. Once HGR872 has passed 3200 feet, both aircraft are once again separated and G-ABCD would be able to commence the approach and HGR872 would be able to be transferred to London Control. 33

34 Section 7 Co-ordination Types of Co-ordination There are four types of co-ordination: Liaison Transfer Delegation Information Co-ordination with Aerodrome Control Information to ADC Approach Control shall provide the following information to ADC: Pertinent data on all relevant flights - VFR/IFR, ETA Order - BAW123 is 12 miles ILS / beacon outbound etc. Delay to departing flights - take-off not before time... Transfer of communications and control to ADC Approach Control may instruct IFR flights to establish communication with Aerodrome Control (for the purpose of obtaining landing clearance and essential aerodrome information) when the aircraft has become number one to approach and, for following aircraft, when they are established on final approach and have been provided with appropriate separation. Until such aircraft are flying with visual reference to the surface the responsibility for separation between them shall remain with Approach Control. Aerodrome Control shall not issue any instructions or advice that would reduce the separation established by Approach Control. Co-ordination with Area Control Information to ACC Approach Control shall provide the following information to ACC: Lowest Level at the holding facility Average time interval between successive approaches Revision of Expected Approach Times issued by ACC (if different by +/- 5 minutes or more) Arrival times over the holding facility (if different from ETA by +/- 3 minutes or more) Departure times of aircraft Overdue aircraft Missed approaches (when re-routing is required) 34

35 Release Point Transfer of communications and control from Area Control The position, time or level at which an arriving aircraft comes under the jurisdiction of Approach Control. Contact Point The position, time or level at which an aircraft is to change communication from one ATS unit to another. Transfer of communications may take place before the transfer of control. Inbound estimates shall be passed by ACC at least 15 minutes prior to the arrival of the aircraft at the designated approach fix. Release messages shall be passed to Approach Control in a timely manner as specified in vmats Part 2 and shall contain the following: Aircraft identity, type and SSR code (if applicable); Point of departure; Release point (must be inside controlled airspace); Estimated time and level at the holding facility, or arrival time and level at the holding facility if the release is given after arrival; Expected Approach Time; Contact point. Example ACC "Request your lowest and earliest for BAW123" APP "Lowest FL70 expected approach time 47" ACC APP "Inbound Release BAW123, Boeing 737 from Gatwick, released and contact GWC, descending FL70, expected approach time 47" "BAW123 Released and contact GWC descending FL70" ACC "Correct." Area Control shall clear arriving aircraft to the holding facility if the flight is remaining within airspace Classes A to F, give instructions to hold if necessary and include an EAT in the clearance. Approach Control may issue any instructions to an aircraft released to it by Area Control. However, that aircraft must not be instructed to climb above, or stop its descent to, the level at the holding point agreed with Area Control and passed in the release message, without prior co-ordination with Area Control. 35

36 Section 8 Approach Clearances 'Air Traffic Control Clearance' is authorisation for an aircraft to proceed under conditions specified by an Air Traffic Control Unit. 'Clearance Limit' is the point to which an aircraft is granted an air traffic control clearance and may be described by specifying: the name of the appropriate reporting point, or aerodrome, or controlled airspace boundary Arriving aircraft will normally be issued a clearance limit of the holding facility along with an expected approach time, if holding is required. Once an aircraft is cleared for an instrument approach, unless otherwise instructed, the aircraft is cleared to descend to the appropriate MSA for the sector that they are approaching from, or the procedure altitude (whichever is highest), and, upon reaching the initial approach fix, in accordance with the published procedure. 36

37 Section 9 Flight Information Services FIS is a service provided for the purposes of supplying advice and information useful for the safe and efficient conduct of flight, together with pertinent information about: a) weather; b) changes to serviceability of facilities; c) conditions at aerodromes; d) any other information likely to affect safety In Class G airspace, the ICAO requirements for Flight Information Service are met through a suite of services, known as the 'UK Flight Information Services' as detailed in MATS Part 1 Section 1 Chapter 11 and in CAP 744. The UK Flight Information Services consist of: a) Basic Service; b) Traffic Service; c) Deconfliction Service; d) Procedural Service. An Approach Control Procedural unit shall provide two types of air traffic service outside controlled airspace: 1. Basic Service 2. Procedural Service 37

38 Section 10 Examples of Practical Application Controlling Technique The main equipment used by an Approach Controller when providing a procedural service consists of the radio and the data display in the form of paper flight progress strips (FPS). Most UK airports use a similar flight progress strip format to the ones found in MATS Part 1, Appendix D using the standard annotations. Generic FPS are shown below. Departures Time clearance requested from ACC, time clearance received and time revised clearance received (3 boxes) ETD ATD RFL Type Callsign SSR TAS Route Destination Departure instructions Revised Departure instructions Domestic (QNH, taxi instructions etc) Arrivals ETA at clearance limit Clearance Limit Levels From Type Callsign SSR TAS ETA Land. Time Rel. Point EAT End of Route Cont. Point Domestic (QNH, type of service, position reports etc) ATA over clearance limit (beacon) Split box if aircraft required to hold with ATA in lower left segment and beacon outbound time in upper right segment. Overflights Geographical Positions or reporting points ETA at Overhead Beacon Levels From-To Type Callsign Domestic (QNH, type of service etc.) SSR TAS ATA for above position Over-flight symbol & direction of flight 38

39 Below are some examples of generic flight progress strips. Use of Levels box A new arrow is drawn for each climb/descent instruction. Levels are crossed off when the pilot reports vacating that level, or reaching a level 1000 feet immediately above or below that level. Arrows are cancelled with a horizontal line when an aircraft reports reaching the level. 39

40 All required level reports are to be annotated and, if necessary, the abbreviation 'RP' or 'RR' (report passing/report reaching) is to be used. The large descent arrow on the right of the level box on the arrival strips shows that the aircraft has been 'cleared for the approach'. Flight levels are written as two or three digit numbers e.g. FL100 = 100, FL60 = 60. Altitudes are written in thousands of feet with the letter 'A' e.g. 3A = 3000'. General Strip Marking Information which has been passed and acknowledged by the pilot is ticked (). The small 'V' symbol with a degree sign above denotes VOR radial and may be ticked when the aircraft reports established. The large 'V' symbol denotes over-flight. The letter 'X' is used for the word crossing (e.g. a radial) or transit (e.g. XATZ for transit ATZ). The '#' symbol denotes squawk code. Left turn out () and right turn out () arrows are used for departure instructions. Restrictions to clearances are written below a horizontal line. Times are written as just minutes except for contact point or when the minutes are in a different hour from the other times on the strip. QNH is written as Q followed by the last two digits of the QNH e.g. Q13 For airports within the UK, normally only the last two letters of the ICAO location indicator are used. Frequency transferred to followed by the time (minutes) are written e.g /25 Common sense abbreviations are used for most reporting points e.g. BTC (base turn complete), VIS (visual), FAT (final approach track established), LLZ (localiser established) etc. Type of Approach is normally abbreviated to one letter followed by the runway e.g. B27 for beacon approach (NDB) runway 27, or I27 for ILS approach runway 27, G 27 for GPS approach etc. Type of ATSOCAS is normally abbreviated to two letters e.g. BS or PS. Further symbols are detailed in MATS Part 1 Appendix D and in local vmats Part 2. 40

41 Approach Procedural Phraseology Arrivals Beacon Outbound - is when the aircraft crosses the initial approach fix to fly outbound and commence the approach. Beacon Inbound - is when the aircraft crosses the beacon on the final approach (i.e. passing the final approach fix or point). Base turn (or procedure turn) complete - is when the aircraft is established on the final approach track after completing a racetrack, base turn or procedure turn. The standard initial phraseology for arrivals will normally include: 1. type of service; 2. clearance to the IAF; 3. level; 4. expected approach time or 'no delay'; 5. type of approach to expect; 6. runway in use; 7. QNH (if below transition altitude); 8. latest weather and essential aerodrome information (if applicable). "G-CD procedural service, cleared to the SHM at FL40, expected approach time 20 / no delay for the NDB/DME approach runway 02." Followed by: "G-CD report entering the hold" OR "G-CD cleared NDB/DME approach runway 02 report beacon outbound" If necessary for separation from missed approach or departing traffic: "G-CD maintain FL40 until beacon outbound, cleared NDB/DME approach runway 02 report beacon outbound and leaving FL40" Establishing on DME Arcs Aircraft may be instructed to establish on a DME arc to maintain a specified distance from the VOR/DME to maintain separation against traffic in the hold. "G-CD turn left to establish a clockwise DME arc from the SAM. Once established, report your DME." "Roger left turn to establish a DME arc from the SAM wilco G-CD" 41

42 "G-CD established on a clockwise arc at 14 DME from the SAM" "G-CD roger " If an instrument approach procedure includes a DME arc, then the aircraft may be instructed to "report established on the DME arc" followed by "report established on" either the localiser (ILS), the inbound radial (VOR), or the final approach track (NDB). NDB Approach Shoreham NDB/DME Approach Runway 02 "BEACON OUTBOUND" "ABEAM THE BEACON OUTBOUND" "BASE TURN COMPLETE" Alternate Procedure (Racetrack) Note: in this particular instrument approach, the main procedure consists of a base turn, whereas the alternate procedure is a racetrack. Aircraft already in the hold or aircraft approaching from sector 3 would normally carry out the alternate procedure. 42

43 VOR Approach Southampton VOR/DME approach runway 02 "BEACON OUTBOUND" "BASE TURN COMPLETE" Alternate Procedure (Base turn) Jersey VOR/DME approach runway 27 "BEACON INBOUND" Alternate Procedure (Racetrack) "BEACON OUTBOUND" Note: in this particular approach, the initial approach fix is also the final approach fix. Therefore, when the aircraft crosses the beacon heading away from the airfield they are beacon outbound and when the aircraft crosses the beacon on the final approach towards the airfield, they are beacon inbound. 43

44 ILS Approach Manston ILS/DME/NDB approach runway 28 "BEACON OUTBOUND" "LOCALISOR ESTABLISHED" 44

45 Lydd ILS/DME approach runway 21 "ESTABLISHED ON THE 14 DME ARC" "LOCALISOR ESTABLISHED" "ROMTI OUTBOUND" 45

46 RNAV (GNSS) approach Shoreham RNAV approach runway 02 via ADPOD "FINAL APPROACH FIX" "ADPOD" "FINAL APPROACH TRACK ESTABLISHED" 46