An approach control service is an ATC service for any aircraft which is not receiving an aerodrome control service which is flying in or in the vicinity of the ATZ of that aerodrome whether or not the aircraft is flying by visual reference to the surface. In the absence of any aerodrome control, Approach controllers will complete the tasks detailed in the Delivery, Ground and Tower SOPs.
An approach controller must:
Approach control shall coordinate with aerodrome control:
Aerodrome control shall coordinate with approach control:
IFR flights operating with visual reference to the surface may be transferred to aerodrome control:
Approach may instruct IFR flights to establish communication with aerodrome when the aircraft has become number one to land and for following aircraft, when they are established on final approach and have been provided with appropriate separation. Until those aircraft are flying with visual reference to the surface though, the responsibility for separation between them is still with approach control. Aerodrome control cannot issue any instructions at that point which would reduce the separation established by approach control.
As early as possible, the approach radar controller shall transmit the latest weather observations to aircraft on approach, except when this information has already been passed by another unit, or the pilot indicates that he has received it from the ATIS broadcast.
On commencement of radar vectoring to final approach the pilot is to be advised that he will be radar vectored to intercept the final approach and of:
Aircraft receiving a surveillance radar approach shall be given:
RVA and RMACs indicate the minimum altitudes available to controllers when vectoring aircraft. Controllers should not use altitudes below those notified on the charts except when levels are allocated in accordance with specific procedures that are approved for use within the final approach area.
To avoid generating GPWS nuisance warnings, minimum altitudes higher than the terrain clearance minimum should be used.
Aircraft should not be vectored so as to be established on final approach less than 5nm from touchdown.
If it is necessary to vector an aircraft through the final approach track, the pilot should be notified.
Aircraft shall be vectored onto the localiser course or onto an appropriate (30 - 40 degrees) closing heading to enable the pilot to complete the turn onto the final approach track. The pilot should be instructed to report established on the localiser. When they do, they shall be cleared to descend on the glidepath or given an alternative clearance.
Controllers shall vector aircraft onto the final approach track or a heading to close at an angle not greater than 40 degrees offset. Whenever possible, 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 a DME, the controller shall pass a range check before clearing the aircraft for an approach. If a procedure is supported by a DME, a range check does not have to be passed at this time.
To expedite traffic, IFR flights may be authorised to execute a visual approach if the pilot reports that he can maintain visual reference to the surface, the cloud ceiling is not below the initial approach level and the pilot reports at any time after commencing the approach that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.
Standard separation between such aircraft and others shall still be applied.
Controllers may request pilots to increase or decrease speed in order to maintain separation and spacing between successive landing aircraft. Speed adjustments shall not be requested or applied after the aircraft has passed a point 4nm from the threshold on final approach.
Controllers shall advise pilots when speed control is no longer required.
When sequencing of IFR flights is in operation, sufficient information is to be passed to pilots of VFR and 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 radar 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 radar 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 and in sight of the surface and keep clear of obstacles by visual reference to the surface.
Aircraft making an SRA shall be reminded when on final approach to check their wheels.
The ranges at which SRAs terminate will vary.
SRA terminating at 2 miles:
SRA terminating at less than 2 miles:
Advisory levels are initially calculated based either on the QNH datum or QFE datum and rounded up to the nearest 10ft. An adjustment is then made to compute advisory levels for approaches made using another datum. Advisory levels shall be prefixed with an indication of the datum being used (height/altitude). Pilots conducting an approach based on QNH shall be passed the aerodrome/threshold elevation prior to commencing the final descent.
Aircraft shall be instructed to carry out a missed approach in any of the following circumstances:
Aircraft shall be advised to carry out a missed approach in any of the following circumstances:
The pilot is responsible for determining the Flight Rules under which he wishes to conduct his flight.
Although in Class D, E, F and G airspace separation standards are not applied, ATC has a responsibility to prevent collisions between known flights and to maintain a safe, orderly and expeditious flow of traffic. This objective is met by passing sufficient traffic information and instructions to assist pilots to see and avoid each other. It is accepted that occasionally when workload is high, the traffic information passed on aircraft in Class F and G airspace may be generic rather than specific.
Instructions issued to VFR flights in Class D airspace are mandatory. These may comprise routeing instructions, visual holding instructions and level restrictions in order to establish a safe, orderly and expeditious flow of traffic and to provide for the effective management of overall ATC workload.
For example, routeing instructions may be issued which will reduce or eliminate points of conflict with other flights, such as final approach tracks and circuit areas, with a consequent reduction in the workload associated with passing extensive traffic information. Visual Reference Points (VRPs) may be established to assist in the definition of frequently utilised routes and the avoidance of instrument approach and departure tracks.
Notwithstanding that VFR flights in Class E controlled airspace may operate without reference to ATC, it can be expected that the majority of flights will communicate with ATC and can be expected to comply with instructions issued as above.
When issuing instructions to VFR flights controllers should be aware of the over-riding requirements for the pilot to remain in VMC to avoid obstacles and to remain within the privileges of his licence. This may result in the pilot requesting an alternative clearance, particularly in marginal weather conditions.
Radar controllers in particular should exercise extreme caution in radar vectoring VFR flights – a geographical routeing instruction is preferable. Prior to radar vectoring the controller must establish with the pilot the need to report if headings issued are not acceptable due to the requirements to remain in VMC, avoid obstacles, and comply with the low flying rules. Controllers should be aware that pilots of some VFR flights may not be sufficiently experienced to comply accurately with radar headings, or to recover to visual navigation after radar vectoring.
Vertical separation exists when the vertical distance between aircraft is never less than the prescribed minimum. The vertical separation minima between aircraft flying subsonic up to FL290: apply 1,000 ft;
Unless where specifically approved by the CAA, the lateral separation minima for aircraft on approach to be applied is 5NM. In airspace approved by the CAA, lateral separation may be reduced to 3 NM.
The wake turbulence separation minima in the XU Quickview shall be applied to aircraft on final approach when:
(1) an aircraft is operating directly behind another aircraft at the same altitude or less than 1,000 ft below; or
(2) an aircraft is crossing behind another aircraft, at the same altitude or less than 1,000 ft below;
|
Follower → ↓Leader
|
Super | Heavy |
Upper Medium |
Lower Medium |
Small | Light |
|---|---|---|---|---|---|---|
| Super | # | 5 | 7 | 7 | 7 | 8 |
| Heavy | # | 4 | 5 | 5 | 6 | 7 |
| Upper Medium | # | # | 3 | 4 | 4 | 6 |
| Lower Medium | # | # | # | # | 3 | 5 |
| Small | # | # | # | # | 3 | 4 |
| Light | # | # | # | # | # | # |
# Signifies that separation for wake turbulence reasons alone is not necessary.