Intermediate Approach Module
Radar and Non-Radar Procedures
There are two different types of procedures used to control aircraft; radar procedures are what we use to control aircraft on the scope. We must have radar contact with aircraft to use these procedures. Fortunately, VATSIM has 100% Radar coverage which makes learning easier for us. Radar procedures are used 99.8% of the time here on VATSIM. (Refer to these lessons and Chapter 5 of the 7110.65 for more information on radar procedures.) We only use Non-radar procedures when controlling Oceanic airspace of which we have none of here at ZJX, therefore content will be minimal for Non-Radar procedures. If you would like to read about non radar procedures refer to Chapter 6 of the 7110.65.
Types of approaches
There are many different types of approaches available to pilots. Most approach procedures are airport specific and often charts correspond to the appropriate approach available for free online at www.airnav.com or www.myairplane.com
Generally there are two different types of approaches. Precision approaches and Non-Precision Approaches. Non-precision approaches will be covered later in your training.
Precision Approaches
Precision approaches have to an extent some kind of descent guidance.
Some of the precision approaches mimicked on VATSIM are:
ILS or ILS/DME (instrument landing system, distance measuring equipment) - this is by far the most used approach on VATSIM. A /DME means that a DME, either from the ILS transmitter, or a nearby NAVAID is being used for part of the procedure. ILS approaches provide both Glideslope and localizer information. Basically this means the approach lines you up with the rwy and provides descent information.
ILS B/C - an ILS "back course" with a certified glide slope signal. Back-course approaches are challenging in that the pilot is using a "mirror image" of the localizer radio beams propagated backwards from the opposite direction ILS signal . A left CDI indication requires a right course adjustment. It takes a lot of skill to overcome your normal training to fly the needles in BC approach. The glideslope is not reversed, and behaves normally.
PAR (precision approach radar) - this has been practiced by some VATSIM controllers, mostly virtual military organizations, and is not commonly used. It is an approach where a high-precision radar display is used by a controller, who then "talks" the pilot down, by issuing "left/right" "hi/low" commands. This is rarely used by a civilian controller and you will not be required to learn PAR procedures with ZJX.
PTAC
PTAC is an acronym to help us how to remember to clear aircraft for a IFR Approach. We will use PTAC in most situations when clearing an aircraft for a inturment approach.
Position
Position refers to the distance of the aircraft from the airport or any nav aid on the approach chart. This should usually be the final approach fix (FAF).
DAL1234, 15 miles from the airport.
DAL1234, 5 miles from LIBBY.
Turn
Turn refers to the turn you need to give a pilot to intercept the localizer. This turn should be no more than 30 degrees from the heading of the rwy as to prevent a pilot from flying through the proper course and having to make last minute corrections.
Fly heading 030
Fly heading 210
Altitude
Altitude refers to the altitude a pilot should maintain until he or she has the descent guidance of a glide slope indicator. This keeps a pilot from descending to low into obstructions.
Maintain 2000 until established on the localizer
Maintain 3000 until established on the final approach course
Clearance
Clearance refers to clearing a pilot for the approach.
Cleared ILS runway 7 approach.
Cleared ILS runway 18R approach.
Putting PTAC all together
To properly clear and aircraft for the approach you would combine the elements of the PTAC together. For Example clearing an aircraft for the ILS RWY 7 approach at KJAX.
DAL1234, 5 miles from DINNS, Fly heading 040, maintain 1,900 until established on the localizer, cleared ILS Runway 7 approach.
Now - it should be noted there are a few situations when the full PTAC form is not needed. A PTAC clearance is not needed when:
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You are sure a pilot has the instrument chart you will be clearing him for.
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The pilot is on a cleared route that includes a published feeder segment or an IAF for the approach. IE the pilot has the Initial Approach Fix (IAF) filed.
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The pilot seems to be knowledgeable in instrument approach procedures.
For Example most VOR approaches a pilot can be cleared direct to the VOR and told to cross the VOR at the appropriate height according to the chart and cleared for the approach as long as:
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The pilot understands the approach, and can fly the approach.
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There is no traffic in the area of that VOR that could create a conflict.
ILS Approaches
We will use the ILS approach for rwy 18R plate for this section.
As we view this chart we see at the top left the frequency of the localizer or what the pilot programs into his NAV radio. The Approach Course heading is located next to it. The top also gives us all the frequencies for Orlando and Missed Approach information.
Looking at the diagram we can see that TUFFE intersection is the Outer Marker or OM as indicated by the chart.
RADAR REQUIRED means that the pilot must be radar vectored onto the approach or to intercept the localizer. So, for this approach we would need to vetor the aircraft onto the localizer using the PTAC acronym we used above.
DAL1234, 5 miles from TUFFE, fly heading 210 maintain, 3,000 until established on the localizer, cleared ILS runway 18R approach.
ILS Back course is handled in the same manner.
Visual Approaches
While executing a visual approach a pilot follows vectors until he can see the airport visually. As a center controller you may use a visual approach quite frequently because at the center level you are quite busy.
In order for you to use a visual approach the weather must be VFR in the airport you are landing. Technically the ceiling must be 500 ft above how low you descend the aircraft on final approach. For example, in the Orlando TRACON we descend aircraft to 3000 ft. Therefore the ceiling must be at least 3,500 ft with 3 SM visibility to give an aircraft a visual approach.
To peform a visual approach you would vector and descend the aircraft to the facility standard and ask the aircraft to report the field in sight.
Phraseology for a Leese 1 arrival into MCO could be:
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DAL1234, Orlando Approach, Expect the visual approach rwy 18R, Orlando Altimeter two-niner-niner-eight.
DAL1234, Depart LEESE fly heading one-one-zero , descend and maintain five thousand. Vectors visual approach runway 18R.
DAL1234, Descend and maintain 3,000
DAL1234, Fly heading one eight zero.
DAL1234, Airport is 12 oclock, 11 miles, report the airport in sight.
*when the aircraft reports the airport in sight*
DAL1234, Cleared Visual Approach 18R.
Missed Approaches
A missed approach is simply the aircraft either does not see the airport or will not be able to make it to the runway. Missed approaches are handled based on the manner in which the aircraft is approaching the field.
Visual Approach
If the aircraft is on the visual approach to the runway you can tell the aircraft to remain in the pattern; unless the aircraft is on an IFR flight plan. IFR aircraft may not remain in the VFR pattern and must be issued a missed approach procedure or be instructed to use the published one. So, if a C172 is on an IFR flight plan and goes missed, they should be treated the same way. If the pilot requests to stay in the pattern, they must first cancel their IFR flight plan.
Precision Approach
If the aircraft is on an ILS or other type of precision approach phraseology can be either:
N12345, fly runway heading climb and maintan 3,000
or
Execute missed approach procedure.
Note: you can only use the second execute missed approach procdure if there is a missed approach procedure depicted in the approach chart.
Arriving and Departing VFR Traffic
Separation between targets in Class C are 500ft vertical and targets must not touch. Note that in Class C, VFR targets do not need to be separated from other VFR targets.
Separation minima for VFR aircraft in Class B are a bit more complex than Class C: Visual, 500ft vertical, 1.5NM laterally for VFR aircraft weighing more than 19,000lb, or radar target resolution for VFR aircraft weighting 19,000lb or less.
All aircraft in the small Wake Turbulence Category weigh less than 19,000lb. Unless you want to memorize aircraft weights and try to decipher some of the non-standard aircraft designators used by SB pilots just use 1.5NM for all VFR aircraft in the large Wake Turbulence Category and target resolution for all smalls.
Aside from these three differences, controlling aircraft in Class B is the same as in Class C. Headings and altitudes may be assigned if necessary to ensure separation or establish a sequence but they're not mandatory. Departing aircraft are separated until they leave the Class B. Arriving aircraft may either be vectored into position in the arrival flow or sent to the tower for entry into the traffic pattern and subsequent sequencing.
Class B and C airspace
Class C Airspace
VFR aircraft need to establish radio contact with and have a discrete squawk code from the approach controller before they can enter the Class C airspace. VFR aircraft do not need an explicit clearance to transition the class airspace, instead, merely saying the aircraft's callsign is the clearence. Therefore if you need the pilot to stay out of the class C airspace u need to explicitly tell the aircraft to “Remain clear of the class “c” airspace. You also need to radar identify aircraft that wish to transition the airspace, even if they are not landing at an airport within the airspace.
Class B Airspace
VFR aircraft need an explicit clearance to enter the class bravo airspace and also need a discrete sqwuak code assigned to the aircraft. If you need the aircraft to remain outside of the airspace you also need to explicity tell the aircraft this. In Class C, ATC isn't responsible for separating VFR aircraft from each other, but in Class B they are.
N1234 requests transition of the class bravo.
N1234, Orlando Approach sqwuak 1045 and ident
1045 and ident N1234
N1234 Radar contact 15 miles Northeast of ORL, 3,500 ft. Cleared through the Orlando class bravo at 3,500, maintain VFR and advise prior to any altitude change.
Departing VFR Traffic
Only thing to remember is to clear the aircraft out of the class bravo airspace. At this point you may give the aircraft altitude restrictions to maintain within the airspace if your traffic load is high.
N1234 You are cleared to depart the class bravo to the north at or below 2500.
Once the aircraft has departed the class bravo and does not require flight following you can tell it:
N1234 You are leaving the Class Bravo Airspace to the north. Radar service terminated, Sqwuak 1200, frequency change approved.
Arriving VFR Traffic
Once you have established radar contact, allow the aircraft to fly on his own (VFR) as much as possible. If you do not have a tower online….just give the aircraft pattern entry instructions to land just as if you were the tower controller.
However, if you do have a tower controller online…allow the aircraft to fly VFR as much as possible. You can give the aircraft the rwy to expect however do not sequence the aircraft in the pattern as this is the tower controller's responsibility. Just have the aircraft report the field in sight then send them to the tower for pattern entry instructions. If the tower controller tells you what pattern entry instructions the aircraft may expect when you inform the tower of the inbound, you may then advise the aircraft to "Expect the left base for runway 7", or whatever instructions the tower controller informed you of, but you may not actually instruct the aircraft to enter the patten.
You may also sequence arrivals with vectors and altitudes just as if they were an IFR arrival if your workload is heavy.
VFR Flight Following
Pilots may request flight following from time to time. VFR flight following is a service where a VFR flight will be continually radar tracked throughout the flight, the aircraft will be handed off from controller to controller, and aditional services such as traffic advisories and navigation assitance will be provided. There is really no difference in handling VFR aircraft on flight following and handling IFR aircraft. The only real difference is that IFR aircraft have priorty over all VFR aircraft, even on flight following.
