Study Guide: Approach
the role of Approach Controllers
TMA Controllers (S3) includes approach and departure control services associated with a particular airport.
- maintain an orderly flow of traffic
- provide a separation service between aircraft
- provide assistance to pilots
The greatest difference when you are starting you TMA-carreer will be the separation between approaching and departing traffic.
There are some separation in your airspace:
- Vertical separation: should be at least RVSM 1000ft, Non-RVSM 2000ft. Austria uses RVSM (Reduced Vertical Seperation Minima). So you can use 1000ft up to FL410.
- Horizonal separation:
Which possibilities i have to maintain the necessary separation?
You may use:
- Lateral vectoring When issuing a heading to an aircraft, make sure that you are using a direction ending on 0 (zero) or on 5 (five).
- Vertical vectoring: climbing or descending. For departing or arriving traffic you also can use a "stop climbing/descending at FLxxx" to avoid a conflict.
- Speed limit: A controller may issue speed instructions within an aircrafts operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or spoilers) above FL100. The second is “minimum approach speed” which is the lowest speed an aircraft can maintain using both flaps and spoilers.
Phraseology
A ...Pilot
G...ATC
Approach
Standard clearances for arriving aircraft shall contain the following items, if applicable:
1. Aircraft identification
2. Designator of assigned STAR
3. Runway-in-use, except when part of the STAR description
4. Initial level, except when this element is included in the START description and
5. Any other necessary instructions or information not contained in the START description, e.g. change of communication
Type of approach procedure:
G: CLEARED / PROCEED VIA (designator) ARRIVAL
G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL
G: CLEARED (type of approach) APPROACH RUNWAY (number)
G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]
G: CLEARED APPROACH RUNWAY (number)
A: REQUEST (type of approach) APPROACH [RUNWAY (number)]
G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]
A: REQUEST (RNAV plain language designator)
G: CLEARED (RNAV plain language designator)
G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?
Straight-in approach:
A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]
G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]
Approach instructions with radar:
G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)
G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT
G: VECTORING FOR (positioning in the circuit)
G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)
G: VECTORING FOR PRECISION APPROACH RUNWAY (number)
G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)
G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)
G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN
A: REQUEST (distance) FINAL
G: CLEARED FOR (type) APPROCH RUNWAY (number)
G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]
G: REPORT ESTABLISHED ON FINAL APPROACH TRACK
G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]
G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]
G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)
G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]
G: TAKING YOU THROUGH (localizer or radio aid) [reason]
G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION
G: REPORT ESTABLISHED ON GLIDE PATH
G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]
G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]
G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT
G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER
G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)
G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)
G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)
Go around:
G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)
G: IF GOING AROUND (appropriate instructions)
G: ARE YOU GOING AROUND?
A: GOING AROUND
FAQs
How I work with STARs and Transitions?
STAR means Standard Instrument Arrival is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final.
Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft.
How to use a Holding?
The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.
A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.
If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.
Also every holding has a minimum altitude.
What means MRVA?
Minimum Radar Vectoring Altitude: lowest altitude above MSL that can be used for IFR vectoring
When is the best moment for my handoff?
Out of conflict and early as possible.
What are Y and Z-flights?
Basically these are flights with a change between IFR/VFR
Y starts with IFR, changing to VFR (IFR cancellation)
Z starts with VFR, changing to IFR (IFR pickup)
Information about airspaces and airways can be found here: [1]
Details about air pressure and altitudes you will find here: [2]
Local Procedures
LOWW
Frequencies:
LOWW_APP can be divided into up to six Sectors:
|
LOWW_APP |
LOWW_N_APP |
LOWW_S_APP |
LOWW_F_APP |
LOWW_D_APP |
LOWW_DEP |
|
128.200 |
124.550 |
129.550 |
119.800 |
132.470 |
118.770 |
|
GND-FL105 |
FL105-FL245 |
FL105-FL245 |
1st Director |
2nd Director |
Departure |
The decision which sectors are used shall be based on traffic Situation.
Transition Altitude: 5000ft
Limits
- vertikal: GND - FL245 - lateral: see appendix and shown by sectorfile
Arrivals
LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:
|
VIA |
FL |
|
MASUR |
at FL170 |
|
BARUG |
at FL170 |
|
NIGSI |
at FL180 |
LHCC: approaching traffic is maintaining FL140 over GIGOR
LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180
LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170
Departures
via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)
via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.
via SASAL, STEIN cleared FL230 to LHCC_CTR
via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.
LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)
LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)
LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.
Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)
Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.
Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.
|
inbound LZIB |
FL070 (KUNET at level) |
|
outbound LZIB |
climbing FL120 |
|
inbound LKTB |
FL110 (MIKOV at level) |
|
outbound LKTB |
climbing FL100 |
|
LOWW to LZIB |
FL070 (ABLOM at level) |
|
LZIB to LOWW |
6000ft (TOVKA at level) |
Remarks
Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.
LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.
Hand-off for arrivals to LZIB short before MIRLU.
Appendix
LOWI
Frequencies: 119.27
Transition Altitude: 11000ft
Limits
- vertikal: GND - FL165
Arrivals
LOC/DME West via KTI FL130 over KTI
LOC//DME East via RTT 9500ft over RTT
RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure
All arrivals are going via AB, finals after AB are always visual
LOWG
Frequencies: 119.3
Transition Altitude: 4000ft
Limits
- vertikal: GND - FL165
Arrivals There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.
ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.
VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track
VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.
hand/over
LHCC_CTR via GOTAR FL150
LJLA_CTR via RADLY FL160
LOVV_CTR FL160
LOWK
Frequencies: 126.825
Transition Altitude: 7000ft
Limits
- vertikal: GND - FL165
Arrivals
ILS 28
NDB-DME 28
NDB-DME 10
Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI
hand/over
LJLA_CTR via REKTI FL160
LOVV_CTR FL160