Flashcards in SECTION 4 APPROACH CONTROL AND APPROACH RADAR Chapter 3 SURVEILLANCE RADAR APPROACHES Deck (20):
General SRA Procedures
The nominated Talkdown Controller is normally responsible for Surveillance Radar Approaches. When a nominated Talkdown Controller is not available, SRAs may be carried out by APR, however Approach Controllers carrying out SRAs are not to attempt to provide a service, radar or otherwise, to any other aircraft.
Only 3o glide paths are authorised.
The published VDPs as displayed on existing Gibraltar Civil Procedure Charts are
designated as Point X (3nm from touchdown on RW09) and Point Y (3nm from touchdown on RW27).
SRA phraseology cards are available to the Approach and Talkdown controllers, and these include reference to Points X and Y, and the minimum altitude of 920ft at 3nm range. Aircraft must cross these points not below
920ft amsl. At Point X or Point Y a MAP must be executed, unless the approach is continued visually with the required visual reference being available. Intermediate range/altitude checks are calculated at 300 ft per mile.
Due to the proximity of LER164 and the requirement that Military aircraft do not enter this airspace in normal circumstances, there are two approach tracks for each runway, a Military and a Civilian:
RW 27 Approach Tracks
Civilian approach Centreline 270OM Military approach Offset 281OM.
RW09 Approach Tracks
Civilian approach Offset 360OM Military approach Offset 346OM.
In turbulent conditions Military aircraft may use the Civilian approach tracks; however
on RW09 the prior approval of the Stn Cdr/RAF Duty Officer must be obtained.
Standard Phraseology Prior To Commencement Of The SRA:
Military Aircraft Phraseology:
“Vectoring for an SRA RW 27 terminating at the 3nm Visual Decision Point.”
Civilian Aircraft Phraseology:
“Vectoring for an SRA RW 27 terminating at Point Y. Approach Minima 920ft.”
Military Aircraft Phraseology:
“Vectoring for an SRA RW 09 terminating at the 3nm Visual Decision Point.” Civilian Aircraft Phraseology:
“Vectoring for an SRA to RW 09 terminating at point X. Approach Minima 920ft ”
“Callsign, go around, climb immediately to
Coordination between Radar and Talkdown Prior to The Approach
When Talkdown has completed the equipment checks, including a test of the radar clearance line if required, Talkdown is to indicate to Approach that they are willing to accept an aircraft with the phrase:
Radar must then identify the aircraft to Talkdown and include the following information:
“Callsign / Heading / Level or descending to Level / to Land, Touch and Go or Low Approach / any additional requirements or information
When Talkdown is able to accept the aircraft on frequency Talkdown is to indicate this to Radar with the phrase:
“Callsign / heading or level instructions if required/ contact Talkdown 130.4/235.05”
Coordination between Talkdown and Aerodrome During the Approach
It is the responsibility of the Talkdown Controller to ensure that the following coordination takes place during the SRA.
By prior agreement between Talkdown and Radar some of this coordination may be delegated to Radar.
Visual Decision Points
Gibraltar SRA approaches do not comply with PAN OPS or APATC criteria. All approaches terminate at 3 nm from touchdown in order that obstacle clearance can be achieved in the event of a missed approach. This point is called the VDP.
Visual Decision Points (VDP) have been established, at 3nm from touchdown for SRA approaches, to provide obstacle clearance in the event of a missed approach. All VDPs are marked on the appropriate SRA radar overlay map.
VDPs for the civil approaches are:
1. Point X-RAY at 3nm from touchdown for RW09
2. Point YANKEE at 3nm from touchdown for RW27
VDPs for the military approaches are undesignated and marked on charts as 3nm/VDP.
At the VDP pilots must be asked:
“Are you visual with the threshold?”
If an affirmative reply is not received promptly, or when Pilots report not visual with the runway threshold, then the Talkdown Controller must issue mandatory missed approach instructions as follows:
“Callsign, go around, climb immediately to 4000ft, acknowledge”
After the VDP Military pilots may be given advice when required in order to avoid restricted airspace.
Radar Failure or Loss of Radar Contact
If the Watchman fails during the SRA or radar contact is lost for more than three radar sweeps aircraft are to be informed of the radar failure / loss of radar contact and instructed to commence an immediate climb to 4000 ft QNH.
Pilots are to be advised when radar contact is lost after passing the VDP.
A gear check is to be made at 4.5 nm from touchdown. Clearance to land or touch and go is not normally to be issued until the aircraft has confirmed that the undercarriage is down. However, where pilots may be struggling to understand the
request, clearance can be issued after ADC has confirmed that the gear appears down by a visual inspection
Landing clearance is to be requested at 4 nm.
If ADC are unable to issue a clearance at this time a clearance must be obtained and relayed to the aircraft by 2 nm. Should a clearance not be obtained, instructions for the Missed Approach procedure must be given.
Aircraft Flying Tracks
Modern autopilots have the ability to select track instead of heading, with associated descent in degrees rather than feet per minute. Requests from pilots for “track” approaches may be approved, however ATCOs should still issue heading instructions. Requests are to be acknowledged with the phraseology “Approved, ATC Phraseology will remain Heading”.