Approach Radar Control Procedures Flashcards
(34 cards)
1
Q
What are the Responsibilities of the Approach Radar Controller?
A
- Identify & control inbound & outbound traffic, vectoring them to a position where the aircraft can carry out an instrument approach, can be transferred to an adjacent ATSU, or continue own nav.
- APR will ensure that arriving aircraft are in receipt of the current arrival information confirming the QNH/QFE, type of approach, and any unserviceability/essential aerodrome info which may affect the approach.
- APR is responsible for the issue of clearance into the Belfast TMA on all inbound aircraft which are not operating under the Standing Agreement procedures.
- APR will control transit aircraft which have been transferrred to them for any part of their flight.
- INT/FIN is responsible for delivering, subject to wake turbulence & radar separation requirements, the spacing required by ADC which may be increased at any time in order to facilitate priority runway inspections etc (Spacing will be annotated on the info bar)
- When more than one runway is being used for arrivals the spacing for each runway shall be agreed between ADC & INT/FIN.
- Spacing requirements do not apply to aircraft making a visual approach / aircraft flying under VFR.
- APR may delegate control of traffic to the Approach Co-ordinator and/or RAD2 ATCO as & when appropriate, ensuring that any pertinent traffic, details of restrictions * type of radar service to be applied are included in the handover.
- APR will ensure the APC Co-ordinator is informed of any co-ordination / communication carried out between themselves & radar ATCOs at other units and ADC.
2
Q
What Services are Provided by APR?
A
- The Radar Services contrained in MATS1 1.3 as requested.
- For traffic operating over some parts of NI (particularly SW of the TMA), neither PC RTF/Radar can provide coverage at the lower levels. APR provides a limited service in the FIR when traffic permits, co-ordinating with West Coast/Antrim/FIR as appropriate.
3
Q
What are the Local SSR Codes?
A
- Aldergrove: 7030-7047.
- Mode C must be verified where available.
- Local codes must be deleted from EFPS before the strip is discarded.
- Local codes may be assigned to training aircraft which have been assigned an ORCAM code.
- Should an aircraft displaying a local code leave the area displayed on the radar screens, then identification, validation, & verification must be confirmed again.
4
Q
Which Conspicuity & Special Purpose Codes have been approved for use of the IDENT feature for the purposes of identification?
A
- 0020: Helimed
- 0023: SAR Ops
- 0024: Calibrator
- 0033: Paradropping
- 0036: Powerline/Pipeline
- 0037: Royal Flights
- 7003: Red Arrows
5
Q
What is the Purpose of 7045 - Aldergrove Listening Squawk?
A
- Any aircraft flying within 40NM of EGAA may select 7045 with Mode C, if available.
- This allows APR, if necessary, to establish contact with a particular aircraft which is displaying this discrete code & flying adjacent to the Aldergrove CTR to;
- Prevent a potential Zone Infringement.
- Assist an aircraft which is lost / unsure of its position.
- Provide separation from / give TI on other aircraft already receiving a service from Aldergrove Approach Radar.
- Selection of this discrete code indicates that the aircraft is maintaining a listening watch on Aldergrove Approach frequency 133.125
- 7045 is to be considered unvalidated & unverified.
- ATCOs are not to issue transponder code 7045 to aircraft receiving a service from EGAA ATC.
- Aircraft displaying the code are not expected to contact ATC under normal circumstances.
- Aircraft displaying the code remain responsible for their own;
- Navigation
- Separation
- Terrain clearance
- They are expected to remain clear of the Aldergrove CTR at all times.
- When an ATCO has established contact with an aircraft displaying the code for the purpose of providing a service, the pilot is to be instructed to display one of the other SSR codes. The aircraft must then be identified & the correct validation & verification procedures used.
*Example phraseology; “Aircraft squawking 7045, position (range & bearing from BEL/geographical ref.), Aldergrove Radar.”
6
Q
What is the 7401 - Scottish FIS Squawk?
A
- Aircraft receiving a FIS from “Scottish Information” on 119.875 may be requested to squawk 7401.
- The assignment of 7401 does not imply the provision of a radar service.
- 7401 & any associated Mode C must be considered to be unvalidated & unverified.
7
Q
What should APR do if CCDS Fails?
A
- In event of CCDS failure, Mode A will not be deemed validated.
- Normal validation & verification must take place as per MATS1 1.1.6.
- When verifying Mode C data the “level request” should be consisten with the type of level info indicated by the relevant label block on the radar display.
8
Q
How is Level Information displayed?
A
- Correct input of QNH into the EFPS Info Bar is a shared responsibility between any ATCO / OSS manning a position.
- Flight level info dispayed as 3 digits e.g. F080
- Below the transition altitude, providing QNH has been inputted, level info is shown as altitude, e.g.;
- A050: 5,000ft Altitude
- A007: 700ft Altitude
9
Q
What are the implications of SSR-Only operations?
A
- PSR failure will be indicated by the loss of PSR target symbols X leaving SSR targets only [ ]
- Advise DEO.
When primary radar not available;
* Appropriate EFPS info strip shall be displayed in all open positions.
* SSR Radar will be used & ATIS updated to reflect this.
* ADC remain resposible for identification of EGAA departures via IDENT.
* SRAs not available.
* Deconfliction Service not available.
* Limited Traffic Service may be provided; “Callsign, reduced TI, radar services being provided using SSR only data.”
* SSR data only may be used to provide separation subject to the following conditions;
- Minimum lateral radar separation shall be 5NM unless deemer used.
- Minimum of 6 trail dots shall be selected.
- Pilots shall be made aware of the limitations of the service using ATIS in short term & NOTAM in longer term. Unless pilot acknowledges up to date ATIS, APR will advise all aircraft in receipt of a surveillance-based service that “RADAR services are being provided using SSR only data”.
10
Q
What are the Operating Procedures for Arriving Traffic?
A
- ETA received from PC via NAS
- In the event of a diversion out, APC will give PC Antrim prior warning & request an ATC clearance.
- On receipt of an inbound estimate on a VFR/SVFR flight, APR will advise ADC as appropriate.
- For aircraft planning to make a training approach followed by a MAP the following EFPS methodology shall be adopted;
- INT provides inbound check to ADC informing them of the go-around instructions. (The remarks field may be used to note these prior to delivery)
- Before the aircraft is transferred to ADC, INT shall pass the go-around instructions to the pilot, populate the HDG & LVL fields with these, & TICK them when read back.
11
Q
What is the Speed Limit?
A
- EGAA ATCOs may NOT approve aircraft to fly at IAS greater than 250kts below FL100 in Class D airspace.
12
Q
How is Arriving Traffic, routing Direct / Vectoring outside CAS work?
A
- Provided agreement has been reached with the pilot in advance that they will be taken outside CAS & informed of the UKFIS that will be provided, arriving traffic may be routed / vectored to leave CAS ABOVE the vertical limit of the Belfast TMA.
- In ALL OTHER circumstances MATS1 1.1.6 applies.
- When an aircraft which has filed an IFR flight plan to remain within CAS, leaves CAS for any reason OTHER than those conditions in MATS1, without any prior notification / agreemtn from the pilot &/or ATC has not changed the service in a timely manner prior to the excursion, an MOR shall be submitted.
13
Q
How do SRAs work?
A
- All aircraft carrying out a SRA shall be treated as IFR movements.
- All SRAs, irrespective of type/operator, will terminate no later than 3NM from touchdown.
- SRAs may be conducted to any runway & missed approach tracks must be protected.
- Go-Around instructions, if required, are not to include any conditions (e.g. remain south of the field) in order that the approach may be flown down to minima.
14
Q
How are SRAs co-ordinated with ADC?
A
- Selecting SRA as the type of approach on EFPS will automaticall show the strip to ADC; thereafter a single phone call to co-ordinate the approach is required. This call should establish;
- Aircraft Position (10nm check)
- Pilot intentions
- Co-ordination of clearance / MAP instructions
- Whether this co-ordination is effective immeditely or deferred (e.g. “on the greens” by way of LCIS)
- Aircraft making a touch & go from an SRA should be advised to contact ADC when able.
15
Q
How are SRAs executed?
A
- SRAs are usually carried out on a discrete frequency; the decision to manage this approach on INT is at the discretion of the ATCO who is responsible for carrying out all elements of the SRA as per MATS1 & with consideration to CAP413 phraseology. Additionally;
- Primary radar must be used
- Approach info shall be passed; “This will be a surveillance radar approach to RWYXX terminating at 2NMs from touchdown, check your minima, step-down fixes, and MAP”. not all approaches have step-down fixes associated with them.
- Azimuth guidance must be given during the approach.
16
Q
How does the LCIS work?
A
- Landing Clearance Indicator System is used to enable the radar ATCO to obtain a clearance for aircraft still under their control e.g. emergency traffic which is intending to land.
- The LCIS function on EFPS may be used as a back-up.
- The Radar ATCO will request the clearance when the aircraft is approximately 5NM from touchdown.
- The Aerodrome ATCO will respond with either the green “Clear to Land” / orange “Continue Approach” light.
- The Aerodrome ATCO may initiate a MAP by use of the red “Go Around” light, in which case the Radar ATCO will immediately instruct the aircraft to “Go-Around”
- Following an initial green / orange response, should the ADC ATCO subsequently need the aircraft to go around, they must first press “col canc” & then the red light.
- If ADC require the aircraft to be broken off the approach in advance of a clearnce request they must do this via telephone.
17
Q
What is the procedure for vectoring an aircraft to an instrucment approach for runway 17?
A
- Unless specifically requested by the pilot, be vectored to intercept the LOC at least 2NM before the FAF
- Only permit the aircraft to make the approach from 2,500ft QNH in accordance with the relecant ATCSMAC level
- Use the following phraseology;
- Aircraft that establish on the LOC outside 8NM; “Callsign, after passing 8DME, descend on the glidepath”
- Aircraft that establish on the LOC at 8NM or less; “Callsign, descend on the glidepath”
- If APR wish the aircraft to make the approach from a higher altitude, they must co-ordinae with ADC.
18
Q
Where should aircraft intercept the 25 ILS LOC?
A
- Unless specifically requsted by the pilot, aircraft shall be vectored to intercept the LOC before the FAF.
19
Q
What is the procedure for Vectoring aircraft for a Non-Precision Approach?
A
- A non-precision approach can be a time of increased cockpit workload compared to a precision approach.
- All company SOPs state an aircraft must be;
- In a properly configured state, in terms of speed, flaps, gear, and;
- At the “Platform Altitude”. The “Platform Altitude” is the altitude specified on each approach playe from which final descent is commenced before the aircraft commences the approach.
- This has an impact on an ATCO’s action when vectoring for a Non-precision Approach;
- The aircaft must not be descended below the “Platform Altitude” applicable to that approach.
- The aircraft must be vectored to intercept the final approach track at least 2NM before the FAF.
- The FAP for each runway is stated on the approach plates. The aircraft normally requires a period of level flight before commencing its descent.
- The aircraft may;
- Have to reduce speed sooner
- Be unable to maintain a requested speed profile compared to speed profiles flown during a Precision Approach.
20
Q
What should APR do when vectoring for a VOR DME approach RWY25?
A
- When instructing aircraft to establish on the FAT for VORDME25 they shall also be instructed to maintain their last cleared altitude until descent to platform altitude can be given.
21
Q
What should APR keep in mind with Descent Instructions for Runway 25?
A
- In order to alleviate spurious TAWS warning for aircraft joining FAT for RWY25, ATCOs should not vector towards Cavehill when it is known that aircraft may have a high rate of descent.
22
Q
What is the Availability of RNP Approaches?
A
- ATC will consider the RNP approach available for suitably equipped aircraft unless advised otherwise by the crew.
- ATCOs shall pass the temperature when an RNP approach is requested & the temperature is below -5C.
- The procedure shall not be offered when the temp is below -15C due limitations of pressure sensing altimeters. (In the event of loss of temp indication the RNP will be withdrawn unless the Met Office can confirm it is greater than -15C) ((Veriefied every 15 mins, recorded in LOG)).
- Upon initial contact & in accordance with current procedures, pilots are to be advised of the runway in use & type of approach to be used.
- If available the APM shall be selected for all RUN07 ops.
23
Q
What procedures are to be follow for RNP approaches?
A
- ATC will advise which waypoint the shall expect to join the procedure at following radar vectors. Aircraft are initially sequenced by EGAA RADAR, descending to 4,000ft QNH & when possible, on on nav towards the appropriate IAF.
- Once achieved, radar shall then clear the aircraft (subject other traffic) for the RNP approach. Suggested phraseology; “Callsign, cleared RNP approach runway 07 via XXXX, report FAF, QNH”
- ATC shall take into account CAS (vertical & lateral constraints) & ATCSMAC levels before clearance an aircraft for the RNP. ATC shall not alter the lateral / vertical profile of the procedure.
- Aircraft will normally commence the approach from the IAF. However there may be occasions when ATC / PIlot will want to commence the procedure from the IF. In this case the aircraft must be instructed to descent to 2,500 QNH in sufficient time to allow a period of level flight before the FAF.
- An aircraft shall not be permtted to route direct to the FAF.
- If vectoring for an RNP ATCOs shall vector traffic to intercept the FAT prior to the IF waypoint.
- When released on own nav to the IAF / IF, Radar must ensure that the aircraft is in such a position that is is able to manoeuvre successfully to that fix. Aircraft will normally turn before the IAF / IF in order to make good the track for the next waypoint.
- There is a maximum IAS of 210kts for the procedure at the IAF.
- When the aircraft calls at the FAF, a check shall be made by the radar controller that the aircraft is at / above 2,500 QNH. If an aircraft crossed the FAF at the wrong altitude (subject to Mode C tolerance), ATC shall request the pilot to check QNH & confirm passing level.
24
Q
What happens in the event of an RNP equipment failure?
A
- The flight crew shall advise ATC that they are unable to accept the procedure.
- In such an event, EGAA RAD shall provide vectors & descent instructions for an alternative appropach.
25
What should the ATCO do if aware of problems with the RNP?
* Notify the pilot specifying, where known, applicability in terms of operation, location, geographical boundaries, and times.
26
What is a RAIM Alert?
* Receiver Autonomous Integrity Monitoring alert indicates to the pilot that the RNP system is unavailable either due to insufficient satellites in view / a fault in the system;
* In these cases the pilot will break off the approach / continue visually if applicable.
* Following a RAIM indication, pilots shall inform the ATCO of the event together with their intentions.
27
What does an RNP missed approach look like?
* Following a missed approach, the aircraft will revert to "conventional navigation" & follow the standard missed approach published on the chart.
* If BEL VOR U/S, missed approach instructions must be given before the aircraft is cleared for the approach.
* If an aircraft executes a MAP / is broken off the FAT, it may be possible to use an alternate Initial Approach Fix but confirmation must be obtained from the aircraft that they are able to accept an alternate & it may take some time to setup.
28
What departures does APR approve?
* All IFR & SVFR (including SVFR CCTs) will be subject to approval by APC.
29
How do EGAA Outbound Releases work?
* ADC shall request one outbound release at a time in order of the departure sequence.
* When able to give a release, INT will populate the HDG field & amend the level if required. (Amendments will be automatically highlighted dark blue).
* INT will then select green to release the departure.
* If ADC accept the release they pass the clearance to the pilot & acknowledge the read back by ticking the clearance popup which removes the blue highlight.
* If ADC do not accept the release they will select the red "reject" & initiate a phone call toINT.
* A new release will be co-ordinated, INT will amend the release & once again select green.
* Before transfer of control any further amendments can be initiated by either party by telephone & INT will amend release.
30
How does APR manage departing traffic on direct routeings / vectoring outside CAS?
* Provided agreement has been reached with the pilot in advance that they will be taken outside CAS, and informed of the UKFIS that will be provided, departing traffic may be routed / vectored to leave CAS above the vertical limit of the Belfast TMA.
* In all other circumstances MATS1 1.1.6 applies.
* When an aircraft which has filed an IFR flight plan to remain within CAS, leaves CAS for any reason other than those specified in MATS1, without any prior notification / agreement from the pilot / ATC has not changed the service prior, an MOR shall be submitted.
31
How do aircraft departing OAT work?
* Military aircraft departing EGAA & overflying / returning to an airfield in GB shall be handled as follows;
* If the aircraft is leaving CAS;
1. Ensure details are passed to Swanwick Mil West / North West
2. Climb to FL90 / cruising level if lower. (If higher than FL90 coordinate with Antrim / West Coast.
3. When clear of conflicting traffic, carry out a radar handover to Swanwick Mil. (If radar handover cannot be carried out then once clear of CAS aircraft can free call London Mil.
- 282.625 if routing North of TMA
- 282.125 if leaving CAS east of P600.
32
What is the UKFIS Aera of Responsibility for EGAA?
Surveillance based UKFIS may be provided to arriving, departing, and transit flights at FL195 / below to the minimum levels permitted in;
* The ATCSMAC
* MSAs outside the ATCSMAC to 25NM
* 4,000ft QNH between 25NM & 40NM
33
What are the Responsibilities of Radar 2? (FIN)
* FIN is responsible for the vectoring of inbound aircraft transferred to FIN by INT & for routeing these aircraft to a suitable positino for an instrument / visual approach to land.
* FIN will carry out SRAs as necessary.
* FIN will comply with any restriction imposed by INT e.g. direction of CCT, altitude restrictions etc
* FIN will not normally control departing / transit aircraft except as required by the INT.
* FIN may be delegated EGAC traffic as required by INT & shall carry out all necessary co-ordination including radar handovers.
* When for any reason, it becomes necessary to alter normal routing procedures e.g. delaying aircraft on final approach, FIN will immediately inform INT & co-ordinate any action to be taken. FIN will advise INT immediately inform INT & co-ordinate any action to be taken.
* FIN will advise INT immediately of any aircraft in emergency, the assistance required & the action being taken.
* FIN will inform ADC of inbound aircraft as per Section 3.2.2
* FIN may obtain landing clearance by using the LCIS
* FIN shall inform INT of the number & type of approaches being given to aircraft / helicopters under their control.
34
What is the Handover Procedure from INT to FIN?
* It is accepted that it is impractical to detail every circumstance for a handover of traffic; nevertheless, the following basic procedure should be used whenever possible.
* Prior to transfer, INT should;
1. Set up a tactical heading coupled with initial descent instructions where applicable.
2. Ensure the aircraft is in receipt of current ATIS information including confirmation of QNH & QFE if applicable.
* The aircraft must be identified with a radar handover to FIN together with details of any conflicting traffic / restrictions, airspace / otherwise, including serviceabilities.
* Caution should be exercised when transferring traffic from INT to FIN, by ensuring that such traffic will at all times be within the DOC.
