Non-radar Separation Longitudinal Vertical Lateral

Longitudinal Lead aircraft same speed or up to 22 knots faster: –10 minutes or 20 DME miles.

Longitudinal Lead aircraft 22 to 43 knots faster: –5 minutes or 10 DME miles.

Longitudinal Lead aircraft at least 44 knots or more faster: –3 minutes or 5 DME miles.

Vertical Flight level 290 and below: –1,000 feet. Above flight level 290: –2,000 feet.

Lateral Established routes: –Protected airspace must not overlap. Fixes: –Holding airspace must not overlap. Departures: –Courses must diverge by at least 45 degrees.

Primary Radar Basic principle of radar operation is based on time needed for transmitted electrical pulses moving at the speed of light to reach a target and return.

Primary Radar The radar display uses a sweep signal on the scope which moved outward from the center at a scaled rate.

Primary Radar Echo pulses are fed to the scope as a blip at the correct scale distance. Azimuth information is provided by rotating the antenna through 360 degrees.

Radar - types and uses Air Route Surveillance Radar (ARSR): –Used by ARTCC for traffic control. –Range is up to 200 NM.

Radar - types and uses Airport Surveillance Radar (ASR): –Used by approach control. –Range is up to 60 NM.

Radar - types and uses Precision Approach Radar (PAR): –Used for GCA. –Range is about 10 NM.

Radar - limitations Ground clutter: –Ground features return echoes causing clutter on the scope.

Radar - limitations Weather: –Precipitation will return echoes making it difficult to see aircraft targets.

Secondary Radar Secondary radar transmits electronic pulses from a second antenna called an interrogator. And the aircraft transponder responds to interrogation pulses with coded pulses of new energy.

Secondary Radar This increases the radar’s range and and provides for easily identified targets.

Scope Displays Raw display: –Shows a slash for each reply pulse. –Soon obsolete.

Scope Displays Select display shows: –Double slash for aircraft on selected code. –Single for others.

Secondary Radar Identification: –Ident feature. –Other methods: Change code. Squawk standby.

Default Codes 7500Highjack 7600Radio failure 7700Emergency 1200VFR 4000Military ops in SUA

Secondary Radar Identification: –Ident feature. –Other methods: Change code. Squawk standby.

Establishing Radar Contact Primary radar –Observe departing aircraft within 1 mile of runway. –Correlation of position with fix. –Identifying turn of 30 degrees or more.

Establishing Radar Contact Secondary radar –IDENT feature. –Code change. –Squawk standby.

4-5-6 Minimum En Route Altitudes Except as provided in sub- paragraphs a and b below, assign altitudes at or above the MEA for the route segment being flown.

MEA When a lower MEA for subsequent segments of the route is applicable, issue the lower MEA only after the aircraft is over or past the Fix/NAVAID beyond which the lower MEA applies unless a crossing restriction at or above the higher MEA is issued.

MEA a. An aircraft may be cleared below the MEA but not below the MOCA for the route segment being flown if the altitude assigned is at least 300 feet above the floor of controlled airspace and one of the following conditions are met:

MEA 1. Nonradar procedures are used only within 22 miles of a VOR, VORTAC, or TACAN.

MEA 2. Radar procedures are used only when an operational advantage is realized and the following actions are taken: –(a) Radar navigational guidance is provided until the aircraft is within 22 miles of the NAVAID, and –(b) Lost communications instructions are issued.

MEA b. An aircraft may be cleared to operate on jet routes below the MEA (but not below the prescribed minimum altitude for IFR operations) or above the maximum authorized altitude if, in either case, radar service is provided.

ASR Lateral Separation Within 40 miles of antenna: –3 nautical miles. 40 miles or more from antenna: –5 nautical miles. Between arrivals and departures: –2 miles if normal separation will occur within 1 minute.

Radar Vectors for Instrument Approach Procedures

Approach Gate An imaginary point used within ATC as a basis for vectoring aircraft to the final approach course.

Approach Gate The gate will be established along the final approach course 1 mile from the outer marker (or the fix used ILO the outer marker) on the side away from the airport for precision approaches and 1 mile from the final approach fix on the side away from the airport for nonprecision approaches.

Approach Gate In either case when measured along the final approach course, the gate will be no closer than 5 miles from the landing threshold.

5-9-1 Vectors to Final Approach Course Except as provided in paragraph , vector arriving aircraft to intercept the final approach course:

5-9-1 Vectors to Final Approach Course a. At least 2 miles outside the approach gate unless one of the following exists:

5-9-1 Vectors to Final Approach Course 1. When the reported ceiling is at least 500 feet above the MVA/MIA and the visibility is at least 3 miles, aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate.

5-9-1 Vectors to Final Approach Course 2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.

5-9-1 Vectors to Final Approach Course b. For a precision approach, at an altitude not above the glideslope/ glidepath or below the minimum glideslope intercept altitude specified on the approach procedure chart.

5-9-1 Vectors to Final Approach Course c. For a nonprecision approach, at an altitude which will allow descent in accordance with the published procedure.

IFE Responsibility If your pilot is “under the hood” (simulated IMC) when the weather is beautiful, it is your job to insure that (s)he gets IMC treatment from ATC.

Controller Responsibility Issue: –Position relative to fix. –Vector to intercept. –Altitude restriction (if needed). –Approach clearance. –Communications transfer (if needed).

Pilot Responsibility On radar vector maintain last assigned altitude until established on a published route or segment of the IAP.

5-9-3 Vectors Across Final Approach Course Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action.

5-9-3 Vectors Across Final Approach Course Note - In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued.

5-9-3 Vectors Across Final Approach Course Example - –“Expect vectors across final for spacing.”

Radar Approaches (ASR/PAR) Vectors to final Identical procedures for both ASR and PAR.

Radar Approaches (ASR/PAR) Vectors to final. Identical vector procedures for both ASR and PAR.

Approach Information 1. Altimeter setting. 2. Ceiling and visibility. 3. Any known changes. 4. Pertinent information. 5. Lost communication procedures as specified in paragraph

Lost Communications Note - Air traffic control facilities at U.S. Army and U.S. Air Force Installations are not required to transmit lost communications instructions to military aircraft. All military facilities will issue specific lost communications instructions to civil aircraft when required.

Landing Check USA/USN Advise the pilot to perform landing check while the aircraft is on downwind leg and in time to complete it before turning base leg. If an incomplete pattern is used, issue this before handoff to the final controller for a PAR approach, or before starting descent on final approach for surveillance approach.

Position Information Inform the aircraft of its position at least once before starting final approach.

Final Controller Changeover When instructing the aircraft to change frequency for final approach guidance, include the name of the facility.

Altitude Information Provide recommended altitudes on final approach if the pilot requests. If recommended altitudes are requested, inform the pilot that recommended altitudes which are at or above the published MDA will be given for each mile on final.

Descent Notification Issue advance notice of where descent will begin and issue the straight-in MDA prior to issuing final descent for the approaches.

Descent Notification When it is determined that the surveillance approach will terminate in a circle to land maneuver, request the aircraft approach category from the pilot. After receiving the aircraft approach category, provide him with the applicable circling MDA prior to issuing final descent for the approach.

Descent Instructions Unless a descent restriction exists, advise the aircraft to descend to the MDA.

Final Approach Guidance Issue course guidance, inform the aircraft when it is on course, and frequently inform the aircraft of any deviation from course. Transmissions with aircraft on surveillance final approach should occur approximately every 15 seconds.

Final Approach Guidance Inform the aircraft of its distance from the runway, airport/heliport, or MAP, as appropriate, each mile on final.

Glidepath Notification Inform the aircraft when it is approaching glidepath (approximately 10 to 30 seconds before final descent).

Decision Height (DH) Notification Provide the DH to any pilot who requests it.

Descent Instruction When an aircraft reaches the point where final descent is to start, instruct it to begin descent.

Glidepath and Course Information Issue course guidance and inform the aircraft when it is on glidepath and on course, and frequently inform the aircraft of any deviation from glidepath or course. Transmissions with aircraft on precision final approach should occur approximately every 5 seconds.

Glidepath and Course Information Issue trend information as required, to indicate target position with respect to the azimuth and elevation cursors and to describe target movement as appropriate corrections are issued. Trend information may be modified by the terms "RAPIDLY or "SLOWLY", as appropriate.

Distance from Touchdown Inform the aircraft of its distance from touchdown at least once each mile on final approach.

Decision Height Inform the aircraft when it reaches the published decision height.

Position Advisories Continue to provide glidepath and course information prescribed in paragraph a and b until the aircraft passes over threshold. Inform the aircraft when it is passing over the approach lights.

Monitor on PAR Equipment Aircraft conducting precision or nonprecision approaches shall be monitored by PAR equipment if the PAR final approach course coincides with the NAVAID final approach course from the final approach fix to the runway and one of the following conditions exists:

Monitor on PAR Equipment a. The reported weather is below basic VFR minima. b. USA NOT APPLICABLE: At night. c. Upon request of the pilot.