¶ GENERAL PROCEDURES AND BEST PRACTICES
- Particular attention must be paid when controlling aircraft having different performances. In certain countries, military aircraft (also when operating as GAT) do not apply the 250 kts speed limit under FL100, so they cannot be controlled on speed except during the final approach in a traffic sequence but remember that military jets often have very high approach speeds, keep that in mind!
- It is essential to ALWAYS ask and obtain the intentions of military traffic well in advance when it does not intend to land. This is needed to better organise the circuit sequence (numbers) and for a safe, orderly and fast flow of traffic.
- Transfer of communication and control of traffic between military and civilian sectors has to be executed after positive coordination by the units involved when clear of conflict.
¶ TOWER CONTROL
¶ Overhead Pattern (Jet Circuit)
- TWRs controlling high performance jets have to remember that Jet Circuit is slightly different from Conventional pattern, since it starts from INITIAL POINT and not from DOWNWIND.
- If not differently prescribed on AIS publications the INITIAL POINT is located 3NM from the threshold of the RWY in use.
- Reaching the Downwind leg, the aircraft will receive the sequence number, unless ATC needs to anticipate this information for other particular reasons.
- During the downwind leg but not further than the “Base” report, pilots should inform ATC about the intentions for the approach (touch and go, low pass, full stop etc). If this does not happen, ATC should request those intentions.
- The “close” manoeuvre requested after a go around/low pass/touch&go etc means that pilots want to quickly re-join the downwind leg without starting the circuit again from the initial point.
- In certain airports, the INITIAL POINT can be offset from runway centerline (check local charts)
¶ Weather minima for overhead pattern:
In order to perform an overhead pattern, the conditions of the aerodrome, as reported in the current meteorological report (METAR), must be equal to or higher than the VMC for the class of airspace in which the aerodrome is located. Overhead pattern can be performed in Special VFR, and the ATC authorization is required.
Generally speaking, for fast jets, an overhead pattern is difficult to be performed if the visibility is less than 3000m and the ceiling is lower than the published circuit altitude. If the pilot considers the visibility or ceiling insufficient to perform the circuit safely (e.g., if prescribed in the aircraft flight manual), he must communicate his intentions to use a different approach procedure.
¶ Gear checks for High Performance Jets:
Before landing, when turning on base or when on final, a pilot must declare his landing gear is down and locked by the expression: «gear down and locked».
When a Pilot forgets to declare the expression mentioned above, the ATC must ask confirmation by using the expression: «Confirm gear down and locked? » or «Check gear down and locked»
¶ Reduced Separation on the runway
When prescribed by Local procedures it is possible to use reduced separations on the runway between components of the same formation, or between other formations but with similar aircraft by type or performance.
At those airports:
- Clearances (landing, t&g, option, etc.) will NOT be issued with the runway occupied , except for the members of the same formation, when they declare the preceding aircraft in sight.
- For each authorization, a traffic information of the preceding aircraft must be issued by ATC.
¶ (Simulated) Flame Out Pattern
The peculiarity of this procedure is that the aircraft has the engine at IDLE and descends with a very high vertical speed and because of that, once authorised and started it should NOT be interrupted. All traffic on this phase should be CONFORMED to the one performing Simulated Flame Out procedure, making sure that its path will remain clear at any time.
¶ APPROACH CONTROL
Nothing different techniques are required to perform duties as APP controller except the consideration made at the beginning of the manual regarding the speed of high performance aircraft.
Where published, some different kinds of procedures must be known such as:
- TACAN approaches (similar to VOR app for civilians);
- HI-TACAN approaches (basically a TACAN app that starts at quite high altitude. Used for tactical reasons or where STARs have not been implemented (quite rare nowadays);
- PAR (Precision approach radar) where a designated controller perform a precision approach using a specific equipment that allows him to guide the pilot(s) both horizontally and vertically over to the runway threshold for landing- Currently not supported by IVAO ATC clients
- SRA (Surveillance Radar Approach). Similar to PAR but without the information for the vertical guide. It is considered in fact a non-precision approach procedure.
(A Detailed manual for PAR and SRA approach will follow).
¶ AREA CONTROL
When established at divisional level, these units normally provide Area Control only to Operational traffic (SO Flights) and are constantly in contact with civilian sectors to ensure separation and traffic information of surrounding traffic not in contact.
They are normally responsible for managing and activation of “Segregated Areas”.
¶ Activation of “Segregated Areas”
To allow SO flight (OAT) operating freely as needed, a series of “segregated areas” have been established and can be seen on divisional SO Orders – item1.
These areas must be clear of traffic before letting the SO flights enter them, hence a positive coordination between CIV and MIL ATC must be assured in order to constantly maintain a safe traffic flow of aircraft entering and leaving the areas.
¶ ASACS
The ASACS (Air Surveillance and Control System) Units are either CRC (Control and Reporting Centre) or AEW (Airborne Early Warning) providing also Surveillance service for Collision Avoidance if needed to SO flights during special types of operations such as:
- INTERCEPTION
- AIR TO AIR REFUEL
- COMBAT AIR PATROL
when conducted within areas or corridors separated from other traffic.
In certain countries the ASACS units are not established and this service is given by the aforementioned AREA CONTROL units.
A specific manual for ASACS UNITS controllers can be found here (link)
¶ OTHER SPECIAL UNITS
Other specific and particular units can be also:
- RCC (Rescue Coordination Center) that is the “information collector and decision making” unit for SAR ops;
- OSC (On Scene Commander) for on-scene coordination of SAR/CSAR ops;
- RSO (Range Safety officer) for safety of operations within firing ranges;
- JTAC (Joint Terminal Attack Control) for controlling aircraft and operations during Close Air Support missions.
(Detailed and specific manuals will follow later on).