Section 3 Chapter 2 Approach ERadar Flashcards
Area of Responsibility
The area within which Approach Radar Services are provided by an Approach Radar Control unit is determined by a number of factors, including the coverage of ATS surveillance systems and requires approval by the CAA
The service provided depends on the type of airspace within which the aircraft is operating as described below:
Within controlled airspace – Radar Control Service;
Outside controlled airspace – Procedural Service, Deconfliction Service, Traffic Service, or Basic Service.
The extent of the ATS surveillance service which an Approach Radar Control unit may provide will depend on the type of ATS surveillance system and the operational procedures that have been approved by the CAA. These are described in MATS Part 2 and may include:
1.
Surveillance Radar Approaches;
2.
vectoring/sequencing to a pilot interpreted final approach aid;
3.
flightpath monitoring of approaches utilising a pilot interpreted final approach aid;
4.
ATS surveillance services to departing aircraft;
5.
ATS surveillance services to transit aircraft, through an area for which Approach Radar Control is responsible.
2.4
Certain ATS surveillance systems are not suitable for providing separation to other aircraft when radar approaches are being given.
An approach radar controller shall not take control of an inbound aircraft
unless:
- it has been transferred to him by the approach controller; or
- it is the subject of a ‘radar release’ from Area Control.
Inbound Aircraft – Provision of Weather Information
As early as practicable in the procedure, the approach radar controller
shall transmit the latest weather observations to aircraft on radar
approaches, except when this information has already been passed by
Approach/Aerodrome Control, or the pilot indicates that he has received
it from the ATIS broadcast.
2.9 Whilst the aircraft remains under the jurisdiction of the approach radar
controller any revised or additional information must be passed to the
pilot.
Altimeter Setting
Aircraft are to be given the QNH before commencing final approach.
Aerodrome and threshold elevations shall be available on request.
2.11 At the pilot’s request or if local procedures require, the QFE may be
given.
Obstacle Clearance Criteria
Obstacle clearance criteria for all types of radar approaches, applicable
to each runway on which radar approaches are used, are detailed on
aerodrome approach charts.
2.13 Pilots using altitude will carry out their own conversion to obtain an
obstacle clearance altitude.
Position Information
The position of an aircraft is to be passed to the pilot at least once on
each leg of the circuit.
2.15 Position information for an aircraft making a straight-in approach is to be
passed at least once before it commences the final descent.
NOTE Range marks on extended runway centrelines usually indicate
distance from touchdown but range rings almost always indicate
distance from the position of the radar aerial head.
Prior to or upon commencement of vectoring to final approach the pilot
is to be advised that the aircraft will be vectored to intercept the final
approach and of:
- the type of final approach;
- the runway in use; and
- the procedure to be followed in the event of a radio communications
failure if this is not published.
Aircraft receiving an SRA shall be given:
- the angle of the nominal descent path or the recommended descent
gradient; - the termination range.
This may be achieved by using the published standard phraseology for
SRA.
SMAC
SMAC are published in the UK AIP. They indicate the minimum altitudes
available to the controller when vectoring arriving aircraft. Controllers
shall not use altitudes below those notified on SMAC except when
levels are allocated in accordance with specific procedures that are
approved for use within the final approach area.
2.20 In exceptional cases, for example when the terrain profile is likely to
generate GPWS nuisance warnings, minimum altitudes higher than
the terrain clearance minimum may be specified for use in certain
circumstances in order to minimise the likelihood of nuisance warnings.
In such cases further details shall be included in MATS Part 2.
Final Approach
Unless otherwise prescribed in MATS Part 2, aircraft shall be vectored
so as to be established on the final approach track at a distance of not
less than 5 miles from touchdown.
If it is necessary to vector an aircraft through the final approach track
before subsequently joining the approach from the opposite side, the
controller shall advise the pilot prior to the aircraft passing through the
final approach track.
Except when Continuous Descent Approach (CDA) procedures are
in operation or in an emergency,
aircraft shall be positioned so as to
maintain a period of stabilised level flight before commencing descent
on the glide path, on descent profile of a pilot interpreted approach, or
on the nominal descent path of a SRA.
At units where CDA procedures are used, details of the operational
procedures and the periods of use shall be included in MATS Part 2.
When CDA procedures are in use,
aircraft shall be kept at as high an
altitude as is appropriate to the procedures whenever possible and
controllers shall issue descent instructions at a position compatible with
the CDA profile. This is to enable pilots to intercept the glide path or
final approach descent path without a level flight segment after descent
when the CDA has commenced. Distance from touchdown information
shall be provided when issuing descent clearance and at any other
times specified by the procedure or described in MATS Part 2.
Precision Approaches – ILS or MLS
Aircraft shall be vectored either onto the ILS or MLS localiser or onto
an appropriate closing heading offset from the final approach track to
enable the pilot to complete the turn onto the final approach track.
Closing headings are typically 40 degrees offset from the final approach
track although individual units may use other offset closing headings as
detailed in the MATS Part 2. The controller shall continue to give heading
instructions until the aircraft is established on the localiser. Controllers
may instruct the pilot to report established on the localiser where it
is judged that it will aid situational awareness. Controllers shall not
instruct pilots to establish on the localiser at ranges outside the localiser
Designated Operational Coverage (DOC). If necessary, controllers shall
provide additional heading instructions until the aircraft is within the
DOC.
The controller shall use one of the following techniques when issuing a
clearance to the pilot to descend on the ILS/MLS glidepath:
- Clear the pilot for the ILS/MLS approach only if a descent instruction
has been issued to the level published in the ILS/MLS instrument
approach procedure at the final approach fix, or to a lower level
permitted by the aerodrome’s SMAC; or - Issue a conditional clearance to the pilot to descend on the ILS/MLS
glidepath once established on the localiser; or - When it is necessary to ensure that an aircraft joining the ILS/MLS
does not commence descent until specifically cleared, solely instruct
the pilot to report established on the localiser and to maintain the
previously assigned level. Subsequently, the pilot shall either be
cleared to descend on the glidepath or given appropriate alternative
level instructions.
Approach Procedures with Vertical Guidance (APV)
An APV procedure is an instrument procedure which utilises lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations.
2.30
Aircraft shall be vectored either onto the final approach track, or onto a closing heading not more than 40° offset from the final approach track to enable the aircraft systems to complete the turn onto final approach.
2.31
APV procedures include an Intermediate Fix. The aircraft should be vectored towards the Intermediate Fix before turning towards the final approach track in order to be on this track before the Final Approach Point. This will allow the aircraft to cross the Final Approach Point at the level specified in the notified procedure.
Non-Precision Approaches
Non-precision approaches do not incorporate ground-based electronic descent guidance and include localiser only, localiser/DME, VOR, VOR/DME, NDB, NDB/DME, RNAV (LNAV) and SRAs. Non-precision approaches rely on the pilot being in a position to cross the published Final Approach Fix at the specified altitude/height in order to safely complete the approach.
2.33
Controllers shall vector aircraft onto the final approach track, or onto a heading to close the final approach track at an angle not greater than
40° offset from the final approach track. Whenever practicable, the aircraft is to be established on the final approach track before the Final Approach Fix to enable it to cross the Final Approach Fix at the altitude/height specified in the notified procedure.
For procedures that are not supported by DME, i.e. localiser only, VOR or NDB approaches
the controller shall pass a range check before clearing the aircraft for the approach. Additional distance from touchdown information may be passed as necessary or requested to assist the pilot to follow the published descent profile for the approach.
2.35
For procedures that are supported by DME, the controller shall pass a range check and clear the aircraft for the approach when the aircraft is established on the final approach track.
Visual Approach
The conditions under which an aircraft may be cleared for a visual approach are detailed in Chapter 1. When an aircraft is cleared for a visual approach the clearance must include, where appropriate, a descent restriction that will ensure that the aircraft remains within controlled airspace.
VFR and Special VFR Flights
2.38
Where sequencing of IFR flights is in operation, controllers shall provide sufficient information to pilots of VFR or Special VFR flights to enable them to
integrate safely into the landing sequence. If it is necessary for a VFR flight to be given a vector, or specific routeing instructions, the pilot shall be instructed to advise the controller if the routeing or vector will prevent the pilot from remaining in VMC. If it is necessary for a Special VFR flight to be given vectors to establish it in the landing sequence, controllers shall ensure that vectors given do not preclude the responsibility for the pilot to remain clear of cloud, with the surface in sight and keep clear of obstacles by visual reference to the surface.
Clearance to Land
The approach radar controller, or such other person as may be detailed, shall notify Approach/Aerodrome Control when an aircraft making a radar approach is approximately 8 miles from touchdown. If landing clearance is not received a subsequent check shall be made at 4 miles. Clearance to land or alternative instructions received from Approach/Aerodrome Control shall be passed to the aircraft before it reaches a range of 2 miles from touchdown.
2.40
Where a landing clearance indicator system is installed between the approach radar controller and aerodrome control, it shall be used for giving clearance to land or missed approach instructions.
2.41
The indicated surface wind, passed with the landing clearance by Approach/Aerodrome Control, may be transmitted to the aircraft at the discretion of the approach radar controller.
SRAs may be carried out only where the ATS surveillance system and the procedure have been approved by the CAA for use at a particular aerodrome.
The situation display must clearly indicate the final approach track and ranges from touchdown. If either of these fail to be indicated, the approach shall be discontinued and the aircraft instructed to carry out a missed approach if unable to continue visually.
2.44
Aircraft making a radar approach shall be reminded, when on final approach, to check their gear.
2.45
The ranges at which SRAs terminate will vary according to the Approval. The appropriate phraseology is in CAP 413.
