1. ATC and IFR Procedures
An RCO Creation

2. What’s this all about? Definitions Airspace
Navigation Performance and Separation Standards
Controller and Pilot Responsibilities
ATC Communications
Flow Control
Severe Weather Avoidance Plan
Washington ADIZ
Hudson River Corridor
Lower than Standard T/O Operations

3. Definitions Approaches PRECISION APPROACH PROCEDURE
A standard instrument approach procedure in which an electronic glideslope/glidepath is provided <ILS, MLS and PAR>

4. Definitions Approaches NONPRECISION APPROACH PROCEDURE
A standard instrument approach procedure in which no electronic glideslope is provided <VOR, TACAN, NDB, LOC, ASR, LDA and SDF>

5. Definitions Approaches LDA – LOCALIZER TYPE DIRECTIONAL AID
A NAVAID used for nonprecision instrument approaches with utility and accuracy comparable to a localizer but which is not a part of a complete ILS and is not aligned with the runway

6. Definitions Airways AIRWAY
A class E airspace area established in the form of a corridor, the centerline of which is defined by radio navigational aids
Dimensions: An airway includes the airspace within parallel boundary lines 4nm to each side of the centerline. The airspace has a floor of 1200’ AGL unless otherwise specified.
LOW ALTITUDE AIRWAY STRUCTURE
Up to but not including 18,000’ MSL
JET ROUTE
FL180 up to and including FL450

7. Definitions Weather Reporting
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
The continuous broadcast of recorded noncontrol information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information
AUTOMATED WEATHER SYSTEM
Any of the automated weather sensor platforms that collect weather data at airports and disseminate the weather information via radio and/or landline.
Automated Surface Observing System (ASOS)
Automated Weather Sensor System (AWSS)
Automated Weather Observation System (AWOS)

8. Weather Reporting Cont.
Definitions
Weather Reporting Cont.
ASOS vs. AWOS
ASOS is more sophisticated than AWOS
ASOS can determine:
Type and intensity of precipitation <Rain, Snow and Freezing Rain>
Thunderstorms
Obstructions to visibility <Fog or Haze>
Wind shifts and or peak gusts
Rapid pressure change
AWOS A01 vs. A02
A01 – a station without a precipitation ID sensor
A02 – a station with a precipitation ID sensor

9. Airspace
AIM 3-1-1
There are 2 categories of airspace or airspace areas:
REGULATORY
Class A,B,C,D and E airspace
Restricted and prohibited areas included
NON-REGULATORY
Military Operations Areas (MOAs)
Warning Areas
Alert Areas
Controlled Firing Areas

10. Airspace
General Structure

11. Airspace Class A Airspace from 18,000’ MSL up to and including FL600
Including the airspace overlying the waters within 12 nautical miles off the coast of the 48 contiguous states and Alaska
Also designated international airspace beyond 12 nautical miles of f the coast of the 48 contiguous states and Alaska within areas of domestic radio navigational signal or ATC radar coverage, and within which domestic procedures are applied
IFR flight plan required
No aircraft speed limit

12. Airspace
Class B
Generally, airspace from the surface to 10,000’ MSL surrounding some of the nation’s busiest airports
An ATC clearance is required for all aircraft to operate in the area
Mode C Veil
Airspace within 30 nm of an airport within class B airspace areas
From the surface up to 10,000’ MSL
Aircraft speed restrictions
Unless instructed by ATC all aircraft are restricted to 250 knots indicated below 10,000’ MSL
In Bravo VFR corridor or below Bravo airspace
Restricted to 200 knots indicated

13. Airspace Class B Separation
VFR aircraft operating in class B airspace are provided sequencing and separation from other aircraft
VFR aircraft are separated from all VFR/IFR aircraft weighing 18,999 lbs or less by a minimum of:
Target resolution or
500’ vertical separation or
Visual separation
VFR aircraft are separated from all VFR/IFR aircraft weighing 19,000 lbs or more and turbojets by a minimum of:
1 ½ miles vertical separation or

14. Airspace
Class C
Generally, airspace from the surface up to 4,000’ AGL at airports with an operational control tower
Serviced by a radar approach control
Usually consists of:
5 NM radius core extending from the surface up to 4,000’ AGL
Also a 10 NM radius shelf area extending no lower than 1,200’ AGL up to 4,000’ AGL
Two-way radio communication must be established prior to entry
Aircraft speed restrictions
Unless instructed by ATC all aircraft are restricted to 200 knots indicated below 2,500’ AGL within 4 NM of the class C airport

15. Airspace Class C Separation
Separation is provided within the class C airspace and the outer area after two-way communications and radar contact are established
VFR aircraft are separated from all IFR aircraft by a minimum of:
Target resolution or
500’ vertical separation; except when beneath a heavy jet or
Visual separation

16. Airspace
Class D
Generally, airspace from the surface up to 2,500’ AGL at airports with an operational control tower
When tower closed the airspace reverts to either class E or G airspace
Depends on weather reporting AWOS or ASOS
Refer to AFD for type of airspace after hours
Two-way communication must be established prior to entry
Radio contact should be initiated far enough from the airspace to avoid entering the airspace before radio communications are established
Aircraft speed restrictions
Unless instructed by ATC all aircraft are restricted to 200 knots indicated below 2,500’ AGL within 4 NM of the class D airport
No separation services provided to VFR aircraft

17. Airspace
Class E
Generally, if the airspace is not class A, B, C, or D and it is controlled then it is class E airspace
Vertical Limits
Except for 18,000’ MSL, the airspace has no defined vertical limit
Extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace
Federal Airways
Class E airspace areas and unless otherwise specified, extend upward from 1,200’ to 17,999’ MSL
Colored : Green, Red, Amber and Blue
VOR airways are classified: Domestic, Alaskan and Hawaiian

18. Airspace
Class E Cont.
Unless designated at a lower altitude, Class E airspace begins at 14,500 feet MSL to, but not including, 18,000 feet MSL overlying: the 48 contiguous States including the waters within 12 miles from the coast
A surface area designated for an airport designed to contain instrument approaches
Transition areas beginning at either 700 or 1200 feet AGL used to/from the enroute environment

19. Airspace
Class G
Generally, if the airspace is not class A, B, C, D or E and it is uncontrolled then it is class G airspace
Airspace used for transition
There are Class E airspace areas beginning at either 700 or 1,200 feet AGL used to transition to/from the terminal or en route environment.
Areas below this transition airspace is class G airspace
Class G 1,200 feet or less above the surface (regardless of MSL altitude).
Day, except as provided in section (b)
1 statute mile
Clear of clouds
Night, except as provided in section (b)
3 statute miles
500 feet below 1,000 feet above 2,000 feet horizontal
More than 1,200 feet above the surface but less than 10,000 feet MSL.
Day
Night
More than 1,200 feet above the surface and at or above 10,000 feet MSL.
5 statute miles
1,000 feet below 1,000 feet above 1 statute mile horizontal

20. Basic VFR Weather Minimums
Airspace
Basic VFR Weather Minimums
Airspace
Flight Visibility
Distance from Clouds
Class A
Not Applicable
Class B
3 statute miles
Clear of Clouds
Class C
500 feet below 1,000 feet above 2,000 feet horizontal
Class D
Class E Less than 10,000 feet MSL
At or above 10,000 feet MSL
5 statute miles
1,000 feet below 1,000 feet above 1 statute mile horizontal

21. Required Navigation Performance
“A statement of the navigation performance necessary for operation within a defined airspace”
RNP aircraft is assumed to be navigating using a combination of:
Ground-based NAVAIDS (radio navigation)
GPS
Inertial guidance systems, which give far greater precision than previously possible.
RNP allows ATC to reduce the spacing between aircraft without compromising safety.
Certain blocks of airspace are used with RNP standards
Only aircraft meeting the designated RNP level for that airspace will be allowed to operate in that area.

22. Required Navigation Performance
Using RNP
The performance required to fly an RNP route is generally specified in nautical miles
EXAMPLE:
RNP 4 which implies that the total system error will be no greater than 4 NM for 95% of the time.
The RNP specification requires that if the error exceeds or is likely to exceed twice the specified value then an alert must be generated
Therefore an alert at 8NM for RNP 4

23. Separation Standards
Separation will be provided between all aircraft operating on IFR flight plans except during that part of the flight (outside Class B airspace or a TRSA) being conducted on a VFR-on-top/VFR conditions clearance.
Under these conditions ATC may issue traffic advisories
Always the sole responsibility of the pilot to be vigilant in traffic avoidance
When a pilot has been told to follow another aircraft or to provide visual separation from it, the pilot should promptly notify the controller if visual contact with the other aircraft is lost or cannot be maintained or if the pilot cannot accept the responsibility for the separation for any reason.
A minimum of 3 miles separation is provided between aircraft operating within 40 miles of the radar antenna site
5 miles between aircraft operating beyond 40 miles from the antenna site

24. Controller and Pilot Responsibilities
Air Traffic Controller
FIRST PRIORITY
Is the separation of aircraft and to the issuance of radar safety alerts
SECOND PRIORITY
Other services that are required but do not involve separation of aircraft
Issues clearances for the operation to be conducted in accordance with established criteria
THIRD PRIORITY
Other services when possible

25. Controller and Pilot Responsibilities
Directly responsible for, and is the final authority for the safe operation of the aircraft
Acknowledge and understand ATC instructions
Maintain situational awareness
Deviate if clearance puts you in danger
In an emergency requiring immediate action, pilot may deviate from any rule
See and Avoid in VFR conditions
Traffic
Terrain
Obstructions

26. Controller and Pilot Responsibilities
Why Can’t We Be Friends?
Many responsibilities overlap to create great redundancy in the system
Both parties must fulfill their duties to have safe and efficient Air Traffic Control System
Pilots and ATC make a very good team, and the safety record is proof of that
Pilots are at a greater risk and we should take a very active role in holding up our end of the bargain

27. ATC Communications
The most important thought in Pilot / Controller communications is Understanding
Radio communications are a critical link in the ATC system
The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results
KEEP IT BASIC
Use standard phraseology
Who you are, Where you are, What you want
Brevity is important
Stay alert and listen carefully

28. ATC Communications Tradewind Aviation?
We work in and around a very busy airspace, if possible, no reason to not to get flight following
Play Nice! The Goodspeed name is well known in this area
If you have a hard time following directions and/or give ATC a hard time, they can and will do the same
If you ask ATC for VFR flight following and ATC is to busy to help, monitor the frequency

29. Air Traffic Flow Control
What is it?
Regulation of Air Traffic in order to avoid exceeding an airport or ATC’s capacity in handling traffic
Helps ensure that available capacity is used efficiently

30. Air Traffic Flow Control
And the Reason….
Every airport has a finite capacity on the amount of traffic in can handle safely in an hour….
Number of runways
Taxiway layout
Available ATC
Current and forecast weather
ATC equipment outages

31. Air Traffic Flow Control
Or what happens?
When either an Airport’s airspace or ATC becomes saturated with aircraft….
Aircraft are put into holding patterns
Aircraft given delay vectors
Ground delay programs are implemented

32. Air Traffic Flow Control
How it Works….
When airport/ATC capacity is exceeded, measures are taken to reduce traffic….
IFR flight plans are tracked by a CMFU (Central Flow Management Unity)
CMFU takes measures to reduce traffic, with the goal to utilize capacity effectively
CMFU issue delays called CTOT (Calculated Take Off Time) or “Slot Time”
“Slot Time” is a period of time where your T/O needs to take place

33. Air Traffic Flow Control
How it Works….
5. If you miss your “Slot Time” you get bumped to the bottom
When your time has come you are required to be at the runway, ready for departure
Time critical flights carrying human organs are exempt, regular traffic will be delayed
The goal is to keep the average delay as low as possible

34. Air Traffic Flow Control
Tradewind Aviation?
A few things to get the job done safely
Leaving New York area airports VFR, picking up IFR over BID into ACK (better to pick up with PVD then cape)
With A/C performance in mind, intersection departures and/or different runways (RWY RWY 6 etc...)
Picking up IFR into NY can be a gamble
Flight Delay Information 

35. SWAP (Severe Weather Avoidance Plan)
General Info….
Formalized program for areas that are susceptible to severe weather
Prepared by Air Route Traffic Control Centers (ARTCC) and Traffic Management Units (TMUs)
The programs provide specific details around a weather event
ARTCC and TMU look for better route alternatives
Once alternative routes are considered they are sent out as a SWAP advisory

36. SWAP (Severe Weather Avoidance Plan)
General Info….
Formalized program for areas that are susceptible to severe weather
5. When a SWAP is issued for a certain area, ATC must explore all possibilities for traffic flow and routing
Possibilities include Reroutes, Ground Delays, and Ground Stops

37. SWAP (Severe Weather Avoidance Plan)
Conclusion
FAA develops a SWAP that describes their expected impacts to normal traffic flow
Weather
Traffic Volume
Equipment Outages
Avoiding Severe Weather

38. SWAP (Severe Weather Avoidance Plan)
Tradewind Aviation?
Be Patient
If there are ground delays / gate holds contact clearance to be placed in the Queue to meet your departure time as close as possible

39. Washington ADIZ Standard Requirements Two-way Radio
Mode C Transponder (Working)
Flight Plan (IFR/VFR DC ADIZ flight plan)*
Discrete transponder code for all operations *
VFR speed restrictions (<180 KTS in ADIZ & <230 KTS 30 – 60nm DME from DCA VOR)
Communication with ATC for all operations*
*see ADIZ sheet with exceptions
“Worried about ADIZ procedures? File IFR”

42. Hudson River Corridor Need to Know Information
Must have current New York TAC on board
Transient operations 1,000 to 1,300 (Below the Bravo)
Taxi/RECOG lights must be on (Beacon and Strobes should already be on)
Hudson River CTAF
There are mandatory reporting points for traffic flying the corridor*
*see Hudson Cheat sheet
“Treat it like a street. Look both ways before crossing”

44. Lower Than Standard T/O Operations
Runway Visual Range
Runway Visual Range (RVR)
The distance over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings delineating the runway or identifying its centre line
1800 RVR = ¼ SM
2400 RVR = ½ SM
4000 RVR = ¾ SM
6000 RVR = 1 SM
When available for a particular runway, RVR shall be used for all takeoff operations on that runway

45. Lower Than Standard T/O Operations
Standard Take-Off Minimums
Standard T/O minimums per Part 135:
2 Engines or less, 1 SM or RVR 5000
2 engines or more, ½ SM or RVR 2400
If a T/O minimum is published as GREATER than standard, that minimum is controlling. Look for Black “T” on NOS charts or look at Airport chart on Jepp Plates.
RVR is controlling.
Through Ops Spec C057 we are authorized to use the lowest CAT I approach minimum for that airport to establish our T/O Minimums.
Jet Crews are authorized even lower T/O minima in Ops Spec C079.

46. METAR KACK 241453Z 05012KT 1/2SM VV100 02/02 A2989 RMK AO2 SLP201
EXAMPLE
So can you go?
Yes!!
But… We need…
METAR KACK Z 05012KT 1/2SM VV100 02/02 A2989 RMK AO2 SLP201
RVR RWY T

47. Lower Than Standard T/O Operations
Take-Off Alternate
Do not depart under IFR from an airport where weather conditions are at or above takeoff minimums but are below authorized IFR landing minimums for the runway you are departing from unless there is an alternate airport within 1 hour’s flying time (at normal cruising speed, in still air) of the airport of departure
You may use standard alternate minimums in selecting your departure alternate

48. a. The certificate holder shall not use any instrument flight rule (IFR) Category I (CAT) landing minimum lower than that prescribed by the applicable published instrument approach procedure. The IFR landing minima prescribed in this paragraph are the lowest CAT I minima authorized for use at any airport.
b. CAT I Precision Approach Procedures. The certificate holder shall not use an IFR landing minimum for CAT I precision approach procedures lower than specified in Table 1.
c. Reduced Landing Minima. The certificate holder is authorized precision CAT I landing minima as installed but inoperative TDZ lights and/or CL accordance with the following requirements:
low as 1800 RVR to approved runways without TDZ lights and/or CL lights, including runway
Landing Minimums

49. Lower Than Standard T/O Operations
Alternates
First we will need…
The ceiling will be at least 1,500’ above the lowest circling approach MDA or
If a circling approach is not authorized for the airport, the ceiling will be at least 1,500’ above the lowest publish minimum or 2,000’ AGL, whichever is higher and
Visibility for that airport is forecast to be at least 3 miles or 2 miles more than the lower applicable visibility minimums, whichever is greater, for the approach procedure to be used at the destination airport
Remember, you must consider the forecast winds and other conditions at the airport. If the above conditions are not met, an alternate airport will need to be identified

50. Lower Than Standard T/O Operations
Alternates Cont.
Second…
We do we need to designate an airport as an alternate?

51. AN RCO CREATION