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Approach Radar

Clearance		Ground		Tower		Approach Radar		Area Control		FIS

Description

The Approach radar controller is responsible for aircraft within approximately 30 - 40 miles of the aerodrome. They sequence traffic for arrival and line them up with the runway. The standard separation is 5 nautical miles however 3 nautical mile separation is allowed on busy airports.

The controller uses techniques such as speed control and radar vectoring of aircraft to ensure standard separation and the correct sequencing of arriving aircraft. Holding patterns are another tool available to controllers for use during busy times. Aircraft are separated vertically by 1000 feet in holds and are peeled off for approach from the bottom.

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

Area of responsibility

The Approach controllers area of responsibility starts at the IAF (Initial Approach Fix), preferably sooner (before the end of the STAR).

An Approach controller is responsible for arrivals only, in some cases the Approach controller also handles departures. Check ATC Positions for more informations on this.

What you need to know

In addition to the general guidelines an Approach Controller must:

• be familiar with the Clearance Delivery procedures,
• be familiar with the Ground Movement procedures,
• be familiar with the Tower Control procedures,
• read chapter 6 and 7 of ICAO doc 9432 - Manual of Radiotelephony,
• know the local procedures for the airport(s) being controlled,
• understand the airspace divisions,
• know the 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 necessary requesting a landing clearance,
• arriving aircraft which are cleared to visual holding points,
• aircraft routeing through the traffic circuit.

Instrument Approach

An instrument approach procedure is a series of predetermined manoeuvres based on flight instruments and it normally starts at the initial approach fix (IAF) towards a point from where a landing can be completed. It also includes the initial manoeuvre, to be used when a landing was not completed.

The instrument approach procedure is normally published on the instrument approach chart (IAC). The total procedure is made of a maximum of 5 different segments and may include a holding pattern.

^{Example of approach segments.}

The different segments and patterns of an instrument approach procedure are calculated in times or/and distances.

For the calculations to match the aircraft performances, the aircraft are divided into 5 categories designated with letters according to their landing speed Vref (or Vat) at maximum gross landing weight and their initial approach speed.

Vref = Vat = 1.3 x Vso (Vso is the stalling speed with gear and flaps out).

Note 1: Some other speeds may be taken into account (holding, final approach).

Note 2: If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the next higher category should be used. For example, an aircraft which falls in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land.

IFR Departures

At many airports both arrivals and departures are handled by a single approach control unit. At busier airports, departures and arrivals may be handled separately by specific arrival and departure control units.

In Ireland, IFR departures in Dublin CTA switch to Dublin Control (EIDW_N_CTR), instead of Approach (EIDW_APP), on other airports where an Approach controller is available, departing traffic goes to the Approach controller. On airports which do not have an Approach controller, departures will go to Shannon Control (124.700/131.150).

In addition to the ATC route clearance, departing IFR flights may be given departure instructions in order to provide separation. These may be given in plain language:

Pilot: "Dublin, RYR119G, LIFFY 4E, information GOLF"

ATC: "RYR119G, identified on departure, climb FL230, route direct ROLEX"

Pilot: "Climbing FL230, direct ROLEX, RYR119G"

or in the form of a standard instrument departure (SID).

Pilot: "Dublin, RYR119G, LIFFY 4A, information GOLF"

ATC: "RYR119G, identified, climb FL110 on the LIFFY 4A departure"

Pilot: "Climbing FL110, LIFFY 4A, RYR119G"

Vertical seperation of departing aircraft should be at least 1000ft.

VFR Departures

The area of responsibility of an Approach controller never starts at the surface, if the VFR traffic is below the controlled area, he does not need to contact the controller.

VFR flights, in controlled airspace, handled by approach control, are passed information on relevant known traffic in order to assist the pilots in maintaining their own separation.

Pilots should report when they are leaving the area of jurisdiction of the approach control unit.

The transponder should be set to 7000 when a pilot leaves controlled airspace.

IFR Arrivals

The controller needs to make sure a correct transponder code has been assigned to the arriving traffic.

On initial contact Approach control will announce the type of approach which can be expected.

Pilot: "Approach, RYR119G, FL80, RIKUL 1F, information DELTA"

ATC: "RYR119G, squawk 0066"

Pilot: "0066, RYR119G"

ATC: "RYR119G, identified, expect ILS approach runway 06, descent 5000ft, QNH 1024"

Pilot: "Expect ILS approach runway 06, descent 5000ft, QNH 1024"

When an Area Controller is available he should complete this task, in this case the Approach controller can skip the identification.

Pilot: "Approach, RYR119G, FL80, RIKUL 1F, information DELTA"

ATC: "RYR119G, expect ILS approach runway 06, descent 5000ft, QNH 1024"

Pilot: "Expect ILS approach runway 06, descent 5000ft, QNH 1024"

When traffic requires you can use holding patterns to control the traffic flow for arrival.

Normally a holding procedure should be published and the pilot should know the inbound track and direction of the hold.

ATC: "RYR119G, hold at rokna, descend FL60"

Pilot: "Hold at rokna, descend FL60, RYR119G"

However, when the pilot requires a detailed description of the holding procedure based on a facility, the following phraseology should be used:

Pilot: "RYR119G, request holding instructions"

ATC: "RYR119G, hold at rokna, FL60, inbound track 244 degrees, right hand pattern, outbound time 1 minute"

Only use holdings when necessary, it's easier to control the flow with speed restrictions, most aircraft are able to fly 210 KIAS without problems.

Vectors on final approach are given to arriving flights to position them onto a pilot-interpreted final approach aid, or to a point from which a radar-assisted approach can be made, or to a point from which a visual approach can be made.

Pilot: "Approach, RYR119G, BAGSO 3R, FL80, information MIKE"

ATC: "RYR119G, vectoring for ILS approach runway 28, QNH 1014"

Pilot: "ILS approach runway 28, QNH 1014, RYR119G"

ATC: "RYR119G, leave rokna heading 185"

Pilot: "Leaving rokna heading 185, RYR119G"

---

ATC: "RYR119G, report speed"

Pilot: "Speed 250 knots, RYR119G"

ATC: "RYR119G, reduce speed to 210 knots, descend 2500ft, QNH 1014"

Pilot: "Reducing to 210 knots, descending 2500ft, QNH 1014, RYR119G"

The radar controller should advise the aircraft of its position at least once prior to turning onto final approach.

ATC: "RYR119G, 13 miles from touchdown, reduce to minimum approach speed, turn right heading 270, cleared for ILS approach runway 28, report established"

Pilot: "Reducing to minimum approach speed, turning right heading 270, cleared for ILS approach runway 28, wilco, RYR119G"

The final vector should be within 30 degrees of the localizer intercept course.

Pilot: "RYR119G, established"

ATC: "RYR119G, no ATC speed restrictions, contact Tower 118.6"

Pilot: "118.6, RYR119G"

In the example above, the approach speed of the aircraft is reduced in order to ensure adequate separation from the preceding aircraft. Speed adjustment can often reduce the need for radar vectoring in establishing an approach sequence. Where speed adjustment would be insufficient to ensure correct spacing, it may be necessary to issue additional vectors.

ATC: "RYR119G, make a three sixty, left turn for delay"

Pilot: "Three sixty turn left, RYR119G"

or

ATC: "RYR119G, turn left by 20 degrees for spacing"

Pilot: "Turning left heading 160, RYR119G"

On occasion IFR aircraft do not complete the instrument approach procedure but request permission to make a visual approach. A request for a visual approach does not imply that the aircraft is flying in VMC, but only that the specified requirements for a visual approach have been met and that the pilot can maintain visual reference to the terrain. The flight also continues in accordance with the instrument flight rules.

ATC: "RYR119G, 13 miles from touchdown, turn right heading 270, cleared for ILS approach runway 28, report established"

Pilot: "Turning right heading 270, cleared for ILS approach runway 28, wilco, RYR119G"

---

Pilot: "RYR119G, field in sight, request visual approach"

ATC: "RYR119G, cleared visual approach runway 28, number 1, contact Tower 118.6"

Pilot: "Cleared visual approach runway 28, 118.6, RYR119G"

VFR Arrivals

Depending on the procedures in use, the pilot of an arriving VFR flight may be required to establish contact with the approach control unit and request instructions before entering its area of jurisdiction. Where there is an ATIS broadcast, the pilot should acknowledge if it has been received, where no ATIS broadcast is provided, the approach controller will pass the aerodrome data.

Surveillance radar approach and precision radar approach

More about SRA & PAR can be found in chapter 7 in ICAO DOC 9432

Weather Information

The approach radar controller should 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.

© 1998-2012 - IVAO - Ireland Division

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