This document provides guidance to air traffic controllers on procedures for visual flight rules (VFR) operations and visual approaches. It discusses when visual separation can be applied between aircraft, procedures for clearing aircraft to maintain VFR conditions or VFR-on-top in controlled airspace, and requirements for conducting simultaneous visual approaches to parallel, intersecting, or converging runways. Controllers must ensure standard separation minima are maintained unless the specific conditions for visual separation or visual approaches are met.
When clearing an aircraft to hold at a fix other than its destination airport, air traffic controllers should consider operational factors like delay length, holding airspace limitations, navigational aids, altitude, and weather conditions. Controllers will issue the clearance limit, holding instructions, and expected further clearance time to aircraft. They may omit certain holding instructions if no delay is expected. Controllers should provide delay information and additional clearance times to aircraft as needed based on traffic conditions.
This document provides guidance to air traffic controllers on procedures for vectoring aircraft to the final approach course and issuing clearances during instrument approaches using radar. It specifies requirements for intercepting the final approach course at least 2 miles outside the approach gate unless certain conditions are met. It also provides guidance on issuing approach clearances, instructions on the approach frequency to contact, and examples of clearances.
Order 7610 military-handling-hijacked-acft(1)RepentSinner
This document outlines procedures for military escort of hijacked aircraft, including:
- The FAA hijack coordinator requests escort services from the military through NORAD.
- Escort aircraft are given priority for expedited departure and vectored to join 5 miles behind the hijacked aircraft.
- Responsibilities are defined for air traffic control of escort aircraft in both US and Canadian airspace.
- Detailed procedures address pilot notification, positioning, termination of escort, and replacement of escort aircraft to ensure continuous monitoring of the hijacked flight.
The document discusses air traffic control and services. It aims to prevent collisions between aircraft during flight and on the ground through separating aircraft laterally and longitudinally based on distance and time. It describes control areas like aerodromes and traffic zones. It also discusses flight level assignment, area navigation systems, routes and waypoints to guide aircraft along planned paths.
Class G airspace has the fewest restrictions and is closest to the ground, while Class A airspace is the most restrictive and prohibits VFR flight. Each class has different pilot certification, equipment, and weather minimum requirements that become more stringent from Class G to Class A airspace. Special use airspaces also exist for security or military reasons and may impose additional limitations on aircraft. Knowledge of the national airspace system is essential for safe cross-country soaring flights.
The document discusses separation standards applied in the Ahmedabad TMA and PBN airspace. It covers various types of separation including vertical, lateral, longitudinal and reduced separation. Factors such as aircraft type, navigation aids used, distances and times between aircraft are considered for maintaining safe separation. The presentation also introduces performance based navigation (PBN) which specifies aircraft RNAV system performance and allows for more flexible routing compared to conventional ground-based systems. PBN aims to improve airspace efficiency through optimized use of airspace.
This document discusses various types of radar services used in air traffic control. It describes primary surveillance radar (PSR) which detects aircraft via reflected radio pulses, and secondary surveillance radar (SSR) which detects aircraft via transponder signals. SSR provides additional information like identification, altitude and speed. The objectives of radar services are improving airspace usage, reducing delays, and enhancing safety. Radar is used to provide area control services for enroute flights, approach control services within 50km of airports, and aerodrome control services at airports. Performance checks and identification procedures are discussed for maintaining radar separation standards between aircraft.
Media Object File Flt Ops Ops Env Seq02syed viquar
This document provides guidance on enhancing terrain awareness during flight operations. It discusses factors that affect terrain awareness, such as aircraft equipment, airport environment, navigation charts, and human factors. Recommendations are provided for cockpit preparation, standard instrument departures and arrivals, descent management, approach briefings, and go-around procedures. Maintaining situational awareness of terrain and obstacles is important for safety, especially in mountainous or hilly areas.
When clearing an aircraft to hold at a fix other than its destination airport, air traffic controllers should consider operational factors like delay length, holding airspace limitations, navigational aids, altitude, and weather conditions. Controllers will issue the clearance limit, holding instructions, and expected further clearance time to aircraft. They may omit certain holding instructions if no delay is expected. Controllers should provide delay information and additional clearance times to aircraft as needed based on traffic conditions.
This document provides guidance to air traffic controllers on procedures for vectoring aircraft to the final approach course and issuing clearances during instrument approaches using radar. It specifies requirements for intercepting the final approach course at least 2 miles outside the approach gate unless certain conditions are met. It also provides guidance on issuing approach clearances, instructions on the approach frequency to contact, and examples of clearances.
Order 7610 military-handling-hijacked-acft(1)RepentSinner
This document outlines procedures for military escort of hijacked aircraft, including:
- The FAA hijack coordinator requests escort services from the military through NORAD.
- Escort aircraft are given priority for expedited departure and vectored to join 5 miles behind the hijacked aircraft.
- Responsibilities are defined for air traffic control of escort aircraft in both US and Canadian airspace.
- Detailed procedures address pilot notification, positioning, termination of escort, and replacement of escort aircraft to ensure continuous monitoring of the hijacked flight.
The document discusses air traffic control and services. It aims to prevent collisions between aircraft during flight and on the ground through separating aircraft laterally and longitudinally based on distance and time. It describes control areas like aerodromes and traffic zones. It also discusses flight level assignment, area navigation systems, routes and waypoints to guide aircraft along planned paths.
Class G airspace has the fewest restrictions and is closest to the ground, while Class A airspace is the most restrictive and prohibits VFR flight. Each class has different pilot certification, equipment, and weather minimum requirements that become more stringent from Class G to Class A airspace. Special use airspaces also exist for security or military reasons and may impose additional limitations on aircraft. Knowledge of the national airspace system is essential for safe cross-country soaring flights.
The document discusses separation standards applied in the Ahmedabad TMA and PBN airspace. It covers various types of separation including vertical, lateral, longitudinal and reduced separation. Factors such as aircraft type, navigation aids used, distances and times between aircraft are considered for maintaining safe separation. The presentation also introduces performance based navigation (PBN) which specifies aircraft RNAV system performance and allows for more flexible routing compared to conventional ground-based systems. PBN aims to improve airspace efficiency through optimized use of airspace.
This document discusses various types of radar services used in air traffic control. It describes primary surveillance radar (PSR) which detects aircraft via reflected radio pulses, and secondary surveillance radar (SSR) which detects aircraft via transponder signals. SSR provides additional information like identification, altitude and speed. The objectives of radar services are improving airspace usage, reducing delays, and enhancing safety. Radar is used to provide area control services for enroute flights, approach control services within 50km of airports, and aerodrome control services at airports. Performance checks and identification procedures are discussed for maintaining radar separation standards between aircraft.
Media Object File Flt Ops Ops Env Seq02syed viquar
This document provides guidance on enhancing terrain awareness during flight operations. It discusses factors that affect terrain awareness, such as aircraft equipment, airport environment, navigation charts, and human factors. Recommendations are provided for cockpit preparation, standard instrument departures and arrivals, descent management, approach briefings, and go-around procedures. Maintaining situational awareness of terrain and obstacles is important for safety, especially in mountainous or hilly areas.
This document discusses various aspects of airport operations and air traffic control. It covers topics such as:
- How airspace is divided and types of airspace (controlled vs uncontrolled)
- Components of the air traffic control system like radar, flight strips, and navigational aids
- Air traffic control procedures at airports including approach, aerodrome, and ground controllers
- Runway configurations and factors that influence runway capacity like weather, traffic mix, and separations
- Procedures to optimize runway usage and reduce occupancy times through stacks, SIDs, STARs, and RETs.
Air traffic control (ATC) involves ground-based air traffic controllers directing aircraft both on the ground and in the air. The primary purposes of ATC are to prevent collisions, organize efficient air traffic flow, and provide pilots with information. Controllers operate air traffic control systems to expedite air traffic safely and prevent mid-air collisions. ATC has developed since the 1920s with the introduction of radio technology and navigation aids, and establishment of regulations and procedures. Key types of ATC services include area control, approach control, aerodrome control, flight information, and alerting services.
This document provides an overview of air traffic control (ATC) including:
1. It introduces ATC and its primary purposes of separating aircraft to prevent collisions, organizing traffic flow, and providing pilot support.
2. It summarizes key ATC concepts like ICAO, airspace classifications from A-G, controlled and uncontrolled airspace, and services like aerodrome/tower, area, and approach control.
3. It concludes that air traffic controllers play a vital role in safety by preventing collisions and following standardized rules and classifications to efficiently guide aircraft through the airspace.
The document discusses key aspects of ICAO's Annex 14, which provides standards and recommended practices (SARPs) for aerodrome design and operations. It outlines the objectives and methodology for understanding Annex 14 SARPs. It describes the development and amending process of SARPs and the contents and structure of Annex 14, including the aerodrome reference code system and different types of approaches. It also summarizes important SARPs regarding physical characteristics like obstacle limitation surfaces, markings, lighting, and signs.
This document discusses various aspects of aerodrome data including:
- Types of aerodromes in India such as international, domestic, and military.
- Parameters of the Chennai aerodrome including its location, runway details, and elevation.
- Key components of aerodrome data shown on charts such as runways, taxiways, navigation aids, and obstacle restrictions.
- Characteristics of runways like dimensions, markings, visual aids, and factors that determine their length.
Air traffic control ensures the safe and efficient movement of aircraft by separating them both vertically and horizontally. Controllers provide guidance to pilots to allow aircraft to take off and land safely in varying weather conditions using a variety of visual and electronic aids. The main goals of air traffic control are safety, efficiency, and economy by avoiding collisions, minimizing delays, and making effective use of facilities. Controllers use different flight rules depending on visibility, providing more guidance to pilots under instrument flight rules when visibility is low.
1. A multistage rocket uses two or more stages, each with their own engines and propellant. Stages are discarded completely after their propellant is consumed.
2. There are two types of multistage rockets: series staging where the second stage fires after the first is finished, and parallel staging where upper stage engines are used during lower stage operation by arranging stages alongside each other.
3. Stage separation can occur within the atmosphere using techniques like firing holes or ullage rockets, or out of the atmosphere in space using springs or solid propellant rockets. Selection of separation systems considers factors like joint rotation, reliability, and debris confinement.
The document discusses procedures for air traffic controllers to follow in various contingency situations, such as:
- Unlawful interference and aircraft bomb threats
- Fuel dumping
- Air-ground communications failure
- Emergency descent
- Weather deviation and VFR flights encountering adverse weather
- Emergency separation and fuel emergencies
For each contingency, the summary provides high-level instructions for air traffic controllers, such as clearing routes, maintaining separation, communicating with pilots and other ATC units, and directing aircraft as appropriate.
This document provides an overview of low visibility operations (LVO) including Category II, Category IIIA, and low visibility takeoffs. It defines key concepts such as decision height, runway visual range, operating minima, and requirements for aircraft, airfields, and flight crews to conduct these special operations. Category II allows for a manual landing at DH between 100-200 feet while Category IIIA requires an automatic landing system and has a DH under 100 feet or no DH with an RVR no less than 200 meters.
Ar10x96 barricade how to for construction personnelRyan Sueoka
This document summarizes FAA safety requirements for construction personnel working near airport runways and taxiways. It defines key terms like vehicle/pedestrian deviations that occur when someone accesses the movement area without air traffic control clearance. It outlines requirements for construction barriers, escort procedures, and consequences for deviations like loss of airfield access or retraining. It emphasizes that the movement area is actively monitored and strict procedures must be followed to maintain safety.
The document summarizes the different classes of airspace in the United States, including controlled airspace (Classes A, B, C, D, E), uncontrolled airspace (Class G), and special use airspace such as restricted areas, prohibited areas, warning areas, military operations areas, and controlled firing areas. It describes the operating rules, pilot certification and equipment requirements, dimensions and other characteristics of each class of airspace.
Airspace is divided into different classes that regulate aircraft operations. The main classes are:
Class A airspace requires all flights to operate under instrument flight rules. Class B and C airspaces surround major airports and require two-way communication and ATC clearance. Class D airspace surrounds smaller airports and also requires communication with ATC. Special use airspaces include prohibited areas, restricted areas, military operation areas, and alert areas that have unique rules and restrictions. Temporary flight restrictions can also be established through notices to restrict certain airspace temporarily.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
This document provides definitions and procedures for visual approaches, contact approaches, and circling to land from an instrument approach. It defines a visual approach as approaching visually and clearing clouds to land at an airport. A contact approach allows proceeding visually to the destination airport when clear of clouds with at least 1 mile visibility. Circling to land brings an aircraft into position to land on a runway not aligned with the instrument approach. It provides circling area dimensions and procedures to maintain visual contact with the runway environment while circling to land.
Air Traffic Control (ATC) manages air traffic to maintain safe distances between aircraft, prioritize emergency aircraft, and provide safety alerts. ATC separates aircraft using different procedures depending on the phase of flight, such as arrival/departure towers keeping one aircraft on the runway at a time. Controllers monitor aircraft by radar and issue clearances to ensure required distances between Instrument Flight Rule aircraft, while providing advisory services to Visual Flight Rule aircraft. Emergencies have the highest priority and ATC assists them by clearing airspace and directing them to available runways and emergency services.
This document outlines key differences in phraseology used in air traffic control communications between the International Civil Aviation Organization (ICAO) and the United States Federal Aviation Administration (FAA). It discusses differences in terminology for air traffic control units, procedures for clearances, wake turbulence separation, use of headings versus tracks, procedures following loss of radio communication, holding patterns, and approach procedures. The document is intended to help pilots learn and understand differences that could impact safety and procedures when flying internationally.
This document discusses procedures for instrument flight rules (IFR) communications and operations, including IFR departures, arrivals, air traffic flow, and holding procedures. It provides an overview of key concepts for pilots navigating under IFR and interacting with air traffic control.
This document summarizes various publications and resources for IFR flight planning and procedures. It discusses IFR flight plans, clearances, departure procedures, en route charts, and more. Key points include requirements to file an IFR flight plan, elements of IFR clearances like altitude assignments and holding instructions, and preplanned departure procedures like SIDs and ODPs.
This document provides specifications for bag components of three bag sizes - Mini, Medium, and Large. It specifies dimensions and tolerances for the bag shell, bottom board, turntop, side seam, patch paper, handles, bag graphics, and general dimensions. Dimensional tolerances are specified as ±1/8 inch unless otherwise noted. The document includes diagrams and notes intended to ensure dimensional consistency and quality for bag production.
The document discusses the importance of aviation to the US economy and national airspace system. It notes that aviation supports over 997,000 jobs and $445 billion in economic activity annually. It also highlights some of NASA's aeronautics research, including estimated cost savings from new technologies, safety research initiatives, and support for alternative fuel development. The budget provides funding to enhance contributions to NextGen and areas like unmanned aircraft integration and environmentally responsible aviation.
This document discusses various aspects of airport operations and air traffic control. It covers topics such as:
- How airspace is divided and types of airspace (controlled vs uncontrolled)
- Components of the air traffic control system like radar, flight strips, and navigational aids
- Air traffic control procedures at airports including approach, aerodrome, and ground controllers
- Runway configurations and factors that influence runway capacity like weather, traffic mix, and separations
- Procedures to optimize runway usage and reduce occupancy times through stacks, SIDs, STARs, and RETs.
Air traffic control (ATC) involves ground-based air traffic controllers directing aircraft both on the ground and in the air. The primary purposes of ATC are to prevent collisions, organize efficient air traffic flow, and provide pilots with information. Controllers operate air traffic control systems to expedite air traffic safely and prevent mid-air collisions. ATC has developed since the 1920s with the introduction of radio technology and navigation aids, and establishment of regulations and procedures. Key types of ATC services include area control, approach control, aerodrome control, flight information, and alerting services.
This document provides an overview of air traffic control (ATC) including:
1. It introduces ATC and its primary purposes of separating aircraft to prevent collisions, organizing traffic flow, and providing pilot support.
2. It summarizes key ATC concepts like ICAO, airspace classifications from A-G, controlled and uncontrolled airspace, and services like aerodrome/tower, area, and approach control.
3. It concludes that air traffic controllers play a vital role in safety by preventing collisions and following standardized rules and classifications to efficiently guide aircraft through the airspace.
The document discusses key aspects of ICAO's Annex 14, which provides standards and recommended practices (SARPs) for aerodrome design and operations. It outlines the objectives and methodology for understanding Annex 14 SARPs. It describes the development and amending process of SARPs and the contents and structure of Annex 14, including the aerodrome reference code system and different types of approaches. It also summarizes important SARPs regarding physical characteristics like obstacle limitation surfaces, markings, lighting, and signs.
This document discusses various aspects of aerodrome data including:
- Types of aerodromes in India such as international, domestic, and military.
- Parameters of the Chennai aerodrome including its location, runway details, and elevation.
- Key components of aerodrome data shown on charts such as runways, taxiways, navigation aids, and obstacle restrictions.
- Characteristics of runways like dimensions, markings, visual aids, and factors that determine their length.
Air traffic control ensures the safe and efficient movement of aircraft by separating them both vertically and horizontally. Controllers provide guidance to pilots to allow aircraft to take off and land safely in varying weather conditions using a variety of visual and electronic aids. The main goals of air traffic control are safety, efficiency, and economy by avoiding collisions, minimizing delays, and making effective use of facilities. Controllers use different flight rules depending on visibility, providing more guidance to pilots under instrument flight rules when visibility is low.
1. A multistage rocket uses two or more stages, each with their own engines and propellant. Stages are discarded completely after their propellant is consumed.
2. There are two types of multistage rockets: series staging where the second stage fires after the first is finished, and parallel staging where upper stage engines are used during lower stage operation by arranging stages alongside each other.
3. Stage separation can occur within the atmosphere using techniques like firing holes or ullage rockets, or out of the atmosphere in space using springs or solid propellant rockets. Selection of separation systems considers factors like joint rotation, reliability, and debris confinement.
The document discusses procedures for air traffic controllers to follow in various contingency situations, such as:
- Unlawful interference and aircraft bomb threats
- Fuel dumping
- Air-ground communications failure
- Emergency descent
- Weather deviation and VFR flights encountering adverse weather
- Emergency separation and fuel emergencies
For each contingency, the summary provides high-level instructions for air traffic controllers, such as clearing routes, maintaining separation, communicating with pilots and other ATC units, and directing aircraft as appropriate.
This document provides an overview of low visibility operations (LVO) including Category II, Category IIIA, and low visibility takeoffs. It defines key concepts such as decision height, runway visual range, operating minima, and requirements for aircraft, airfields, and flight crews to conduct these special operations. Category II allows for a manual landing at DH between 100-200 feet while Category IIIA requires an automatic landing system and has a DH under 100 feet or no DH with an RVR no less than 200 meters.
Ar10x96 barricade how to for construction personnelRyan Sueoka
This document summarizes FAA safety requirements for construction personnel working near airport runways and taxiways. It defines key terms like vehicle/pedestrian deviations that occur when someone accesses the movement area without air traffic control clearance. It outlines requirements for construction barriers, escort procedures, and consequences for deviations like loss of airfield access or retraining. It emphasizes that the movement area is actively monitored and strict procedures must be followed to maintain safety.
The document summarizes the different classes of airspace in the United States, including controlled airspace (Classes A, B, C, D, E), uncontrolled airspace (Class G), and special use airspace such as restricted areas, prohibited areas, warning areas, military operations areas, and controlled firing areas. It describes the operating rules, pilot certification and equipment requirements, dimensions and other characteristics of each class of airspace.
Airspace is divided into different classes that regulate aircraft operations. The main classes are:
Class A airspace requires all flights to operate under instrument flight rules. Class B and C airspaces surround major airports and require two-way communication and ATC clearance. Class D airspace surrounds smaller airports and also requires communication with ATC. Special use airspaces include prohibited areas, restricted areas, military operation areas, and alert areas that have unique rules and restrictions. Temporary flight restrictions can also be established through notices to restrict certain airspace temporarily.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
This document provides definitions and procedures for visual approaches, contact approaches, and circling to land from an instrument approach. It defines a visual approach as approaching visually and clearing clouds to land at an airport. A contact approach allows proceeding visually to the destination airport when clear of clouds with at least 1 mile visibility. Circling to land brings an aircraft into position to land on a runway not aligned with the instrument approach. It provides circling area dimensions and procedures to maintain visual contact with the runway environment while circling to land.
Air Traffic Control (ATC) manages air traffic to maintain safe distances between aircraft, prioritize emergency aircraft, and provide safety alerts. ATC separates aircraft using different procedures depending on the phase of flight, such as arrival/departure towers keeping one aircraft on the runway at a time. Controllers monitor aircraft by radar and issue clearances to ensure required distances between Instrument Flight Rule aircraft, while providing advisory services to Visual Flight Rule aircraft. Emergencies have the highest priority and ATC assists them by clearing airspace and directing them to available runways and emergency services.
This document outlines key differences in phraseology used in air traffic control communications between the International Civil Aviation Organization (ICAO) and the United States Federal Aviation Administration (FAA). It discusses differences in terminology for air traffic control units, procedures for clearances, wake turbulence separation, use of headings versus tracks, procedures following loss of radio communication, holding patterns, and approach procedures. The document is intended to help pilots learn and understand differences that could impact safety and procedures when flying internationally.
This document discusses procedures for instrument flight rules (IFR) communications and operations, including IFR departures, arrivals, air traffic flow, and holding procedures. It provides an overview of key concepts for pilots navigating under IFR and interacting with air traffic control.
This document summarizes various publications and resources for IFR flight planning and procedures. It discusses IFR flight plans, clearances, departure procedures, en route charts, and more. Key points include requirements to file an IFR flight plan, elements of IFR clearances like altitude assignments and holding instructions, and preplanned departure procedures like SIDs and ODPs.
This document provides specifications for bag components of three bag sizes - Mini, Medium, and Large. It specifies dimensions and tolerances for the bag shell, bottom board, turntop, side seam, patch paper, handles, bag graphics, and general dimensions. Dimensional tolerances are specified as ±1/8 inch unless otherwise noted. The document includes diagrams and notes intended to ensure dimensional consistency and quality for bag production.
The document discusses the importance of aviation to the US economy and national airspace system. It notes that aviation supports over 997,000 jobs and $445 billion in economic activity annually. It also highlights some of NASA's aeronautics research, including estimated cost savings from new technologies, safety research initiatives, and support for alternative fuel development. The budget provides funding to enhance contributions to NextGen and areas like unmanned aircraft integration and environmentally responsible aviation.
Climb via, descend via, and speed adjustment phraseology & proceduresUPSAirlines
This document from the FAA discusses new phraseology and procedures for vertical navigation clearances called "climb via" and "descend via". It defines climb/descend via as authorizing pilots to navigate vertically and laterally on published Standard Instrument Departures or Standard Terminal Arrival Routes, complying with all restrictions. It provides guidance to air traffic controllers on implementing these procedures, including assigning interim altitudes, resuming procedures after vectors, and coordinating with published restrictions. The goal is to provide more efficient clearance of aircraft as they transition between different altitudes and routes.
09-Runway Configuration ( Highway and Airport Engineering Dr. Sherif El-Badawy )Hossam Shafiq I
The document discusses various runway configurations including single, parallel, staggered parallel, intersecting, and open-V runways. It also describes different types of taxiways like entrance, exit, parallel, bypass, and connecting taxiways that make up the ground movement network at an airport. Flight rules depend on weather conditions, with visual flight rules applied during good visibility and instrument flight rules in low visibility conditions.
Order 7610 military-handling-hijacked-acftRepentSinner
This document outlines procedures for military escort of hijacked aircraft, including:
- The FAA hijack coordinator requests escort services from the military through NORAD.
- Escort aircraft are given priority for expedited departure and vectored to join 5 miles behind the hijacked aircraft.
- Responsibilities are defined for air traffic control of escort aircraft in both US and Canadian airspace.
- Detailed procedures address pilot notification, positioning, termination of escort, and replacement of escort aircraft to ensure continuous monitoring of the hijacked flight.
Air traffic controllers apply separation rules to keep aircraft a minimum distance apart to reduce collision risks. Separation depends on factors like aircraft size, flight rules, and airspace class. In controlled airspace, controllers use radar, procedural, lateral, and longitudinal separation to ensure aircraft distances meet minimum standards. A conflict occurs when these separation minima are violated, threatening aircraft safety. Controllers aim to prevent conflicts through continuous monitoring and resolution of aircraft positions.
The document contains a 15 multiple choice question test about visual flight rules (VFR), instrument flight rules (IFR), air traffic control procedures, aerodrome operations, and aviation definitions. It covers topics like VFR weather minima, right of way rules, position reporting under IFR, radio communications procedures during interceptions, meaning of aerodrome light signals, and definitions of aviation terms. The questions test knowledge of standard procedures and regulations for visual and instrument flight operations.
This document discusses separation methods and minima used in air traffic management. It covers various types of separation including vertical, lateral, and longitudinal separation. Vertical separation requires aircraft to operate at different altitudes separated by a minimum distance. Lateral separation separates aircraft operating on different routes or locations. Longitudinal separation uses time- or distance-based minimum spacing between aircraft positions. The document provides detailed procedures and criteria for applying each type of separation in different circumstances.
This document provides an overview of air traffic control (ATC) including key terms and concepts. It discusses ICAO which sets international standards for ATC. It describes different types of airspace (controlled and uncontrolled) and classifications (A-G). It explains the roles of local control (aerodrome) and area control. In 1-2 sentences: The document defines air traffic control services and airspace classifications according to ICAO standards and describes the roles and responsibilities of local and area air traffic controllers.
This document discusses various aspects of air traffic management at aerodromes, including the functions of aerodromes, services provided like air traffic control and flight information, runway inspections, responsibilities of air traffic control towers, flight priorities, aircraft wake turbulence classifications, lighting signals for aircraft on the ground, criteria for suspending VFR operations, factors in runway selection, obstacles and limitations, instrument flight rules within controlled areas, facilities available in towers, and definitions of key terms.
This document provides procedures and rules for aircraft conducting weapons training at the Koon-ni Weapons Range. It outlines check-in procedures with the Range Control Officer (RCO) when entering the range airspace and protocols for the range patterns, minimum altitudes, abort criteria, radio calls, and ordnance safety. Specific rules address issues like chaff/flare expenditure, fouls, communications, and operations within the Special Use Airspace (SUA) of the Koon-ni Range Complex while conducting concurrent operations with other aircraft.
This document outlines the course material for the Air Traffic Control and Planning course AE 2305 at KIT - Kalaignar Karunanidhi Institute of Technology. It discusses 5 units that make up the course:
1. Basic concepts of air traffic control including objectives, services provided, classification of airspace, and application of air traffic control.
2. Air traffic services including area control service, flight plans, and separation standards.
3. Flight information, alerting services, coordination procedures and rules of the air.
4. Aerodrome characteristics including data, physical characteristics, and obstacle restrictions.
5. Visual aids for navigation and denoting obstacles, and emergency services.
The document discusses regulations for unmanned aircraft systems (UAS) in the United States and Canada. It defines UAS and outlines the main components. In the US, the FAA issues certificates for UAS operated as civil or public aircraft, while in Canada special flight operation certificates are required. Both countries require visual line-of-sight operation and do not allow commercial use without approval. The roles of the pilot-in-command and observer are described. Canada additionally requires detect and sense-and-avoid capability for beyond visual line-of-sight flights.
This document provides permission from the Civil Aviation Authority for Colin Aldred Trading As Aerial Artwork to operate small unmanned aircraft for commercial operations within 150 meters of congested areas. The permission is granted subject to several conditions, including that the aircraft are flown by those with the appropriate remote pilot competency, maintained within direct line of sight of the remote pilot, and not flown above 400 feet or within restricted airspace without permission. Flights must also be conducted according to the operator's approved operations manual and records of flights maintained.
An instrument landing system (ILS) provides aircraft with precision lateral and vertical guidance for landing during low visibility conditions such as fog or heavy rain. It uses radio signals from an array of antennas on the ground to guide planes to the runway. The localizer antenna provides left/right guidance while descending along the glide slope, which maintains the proper angle of descent. Modern ILS installations often include additional navigational aids like distance measuring equipment and approach lighting systems to enhance safety and allow operations during lower visibility conditions.
BCAeronautics, LLC petitions the FAA for an exemption from various regulations to allow for commercial small unmanned aircraft systems (sUAS) operations in the US and internationally. Specifically, BCAeronautics requests relief from regulations regarding airworthiness certification, aircraft marking, pilot certification, maintenance, and operation requirements to enable services like aerial data collection, research, inspections, and film production using sUAS weighing less than 37 pounds at altitudes up to 400 feet and within visual line of sight. If granted, the exemption would permit BCAeronautics to provide sUAS services domestically to customers across various industries and internationally to support disaster response and development needs.
This document provides information on various topics related to aviation radio communication including phonetic alphabet, procedures for test transmissions and emergency situations, aeronautical station call signs, Q codes, location indicators, and proper transmitting techniques. It defines key terms, lists emergency codes and information to include in emergency messages. It also describes the different categories of aeronautical communications services and important annexes related to telecommunications.
This document provides definitions and procedures for various radar concepts and operations, including:
- Defining primary radar, secondary radar, and radar phenomena like clutter
- Methods for establishing and maintaining radar identification of aircraft
- Procedures for transferring radar identification between controllers
- Guidelines for applying radar separation between aircraft targets
This document provides a pilot's guide to runway safety at controlled aerodromes. It discusses the importance of thorough planning for surface operations and maintaining situational awareness while taxiing. Specific procedures are outlined for following ATC instructions, communicating clearly, and using lighting and markings to navigate the aerodrome safely. The risks of runway incursions and confusion are addressed.
1. Airworthiness refers to the legal and physical state of an aircraft to safely operate. An airworthy aircraft conforms to its approved design and is in a condition for safe operation.
2. Responsibility for airworthiness is shared between the pilot, owner/operator, and maintenance personnel. The pilot is ultimately responsible for determining if an aircraft is airworthy before each flight.
3. Aircraft must have a valid airworthiness certificate and undergo regular inspections and maintenance to remain airworthy. Repairs must be properly documented in the maintenance logs.
This document discusses skydiving operations in Australia and potential conflicts with other aircraft. It provides the following key points:
1) Skydiving participation is growing rapidly in Australia with over 70,000 first jumps per year. This increases the risk of conflicts with other aircraft.
2) Potential conflicts can occur with regular public transport flights, private aircraft, and at fly-ins or airshows where skydiving is occurring. Proper communication on radios and awareness of planned operations can reduce these risks.
3) Skydiving drop zones may not be marked on all charts. Pilots should listen for radio calls regarding jumps and be aware of the parachute operations symbol on charts near drop zones.
This document discusses the use of drones in the legal field and provides an overview of regulations. It notes that drones allow for affordable aerial photography and videography for any size legal case. Regulations currently allow hobbyist drone use but require FAA approval for commercial use. The FAA's proposed Part 107 rules would establish safety regulations for small non-recreational drones under 55 lbs, requiring operator certification, daytime-only visual line-of-sight operation, and maximum speeds and altitudes of 100 mph and 400 feet. The document provides resources on current state drone laws and organizations like the AMA that advocate for drone use.
Anny Serafina Love - Letter of Recommendation by Kellen Harkins, MS.AnnySerafinaLove
This letter, written by Kellen Harkins, Course Director at Full Sail University, commends Anny Love's exemplary performance in the Video Sharing Platforms class. It highlights her dedication, willingness to challenge herself, and exceptional skills in production, editing, and marketing across various video platforms like YouTube, TikTok, and Instagram.
The Evolution and Impact of OTT Platforms: A Deep Dive into the Future of Ent...ABHILASH DUTTA
This presentation provides a thorough examination of Over-the-Top (OTT) platforms, focusing on their development and substantial influence on the entertainment industry, with a particular emphasis on the Indian market.We begin with an introduction to OTT platforms, defining them as streaming services that deliver content directly over the internet, bypassing traditional broadcast channels. These platforms offer a variety of content, including movies, TV shows, and original productions, allowing users to access content on-demand across multiple devices.The historical context covers the early days of streaming, starting with Netflix's inception in 1997 as a DVD rental service and its transition to streaming in 2007. The presentation also highlights India's television journey, from the launch of Doordarshan in 1959 to the introduction of Direct-to-Home (DTH) satellite television in 2000, which expanded viewing choices and set the stage for the rise of OTT platforms like Big Flix, Ditto TV, Sony LIV, Hotstar, and Netflix. The business models of OTT platforms are explored in detail. Subscription Video on Demand (SVOD) models, exemplified by Netflix and Amazon Prime Video, offer unlimited content access for a monthly fee. Transactional Video on Demand (TVOD) models, like iTunes and Sky Box Office, allow users to pay for individual pieces of content. Advertising-Based Video on Demand (AVOD) models, such as YouTube and Facebook Watch, provide free content supported by advertisements. Hybrid models combine elements of SVOD and AVOD, offering flexibility to cater to diverse audience preferences.
Content acquisition strategies are also discussed, highlighting the dual approach of purchasing broadcasting rights for existing films and TV shows and investing in original content production. This section underscores the importance of a robust content library in attracting and retaining subscribers.The presentation addresses the challenges faced by OTT platforms, including the unpredictability of content acquisition and audience preferences. It emphasizes the difficulty of balancing content investment with returns in a competitive market, the high costs associated with marketing, and the need for continuous innovation and adaptation to stay relevant.
The impact of OTT platforms on the Bollywood film industry is significant. The competition for viewers has led to a decrease in cinema ticket sales, affecting the revenue of Bollywood films that traditionally rely on theatrical releases. Additionally, OTT platforms now pay less for film rights due to the uncertain success of films in cinemas.
Looking ahead, the future of OTT in India appears promising. The market is expected to grow by 20% annually, reaching a value of ₹1200 billion by the end of the decade. The increasing availability of affordable smartphones and internet access will drive this growth, making OTT platforms a primary source of entertainment for many viewers.
Company Valuation webinar series - Tuesday, 4 June 2024FelixPerez547899
This session provided an update as to the latest valuation data in the UK and then delved into a discussion on the upcoming election and the impacts on valuation. We finished, as always with a Q&A
At Techbox Square, in Singapore, we're not just creative web designers and developers, we're the driving force behind your brand identity. Contact us today.
Tata Group Dials Taiwan for Its Chipmaking Ambition in Gujarat’s DholeraAvirahi City Dholera
The Tata Group, a titan of Indian industry, is making waves with its advanced talks with Taiwanese chipmakers Powerchip Semiconductor Manufacturing Corporation (PSMC) and UMC Group. The goal? Establishing a cutting-edge semiconductor fabrication unit (fab) in Dholera, Gujarat. This isn’t just any project; it’s a potential game changer for India’s chipmaking aspirations and a boon for investors seeking promising residential projects in dholera sir.
Visit : https://www.avirahi.com/blog/tata-group-dials-taiwan-for-its-chipmaking-ambition-in-gujarats-dholera/
LA HUG - Video Testimonials with Chynna Morgan - June 2024Lital Barkan
Have you ever heard that user-generated content or video testimonials can take your brand to the next level? We will explore how you can effectively use video testimonials to leverage and boost your sales, content strategy, and increase your CRM data.🤯
We will dig deeper into:
1. How to capture video testimonials that convert from your audience 🎥
2. How to leverage your testimonials to boost your sales 💲
3. How you can capture more CRM data to understand your audience better through video testimonials. 📊
How MJ Global Leads the Packaging Industry.pdfMJ Global
MJ Global's success in staying ahead of the curve in the packaging industry is a testament to its dedication to innovation, sustainability, and customer-centricity. By embracing technological advancements, leading in eco-friendly solutions, collaborating with industry leaders, and adapting to evolving consumer preferences, MJ Global continues to set new standards in the packaging sector.
At Techbox Square, in Singapore, we're not just creative web designers and developers, we're the driving force behind your brand identity. Contact us today.
Understanding User Needs and Satisfying ThemAggregage
https://www.productmanagementtoday.com/frs/26903918/understanding-user-needs-and-satisfying-them
We know we want to create products which our customers find to be valuable. Whether we label it as customer-centric or product-led depends on how long we've been doing product management. There are three challenges we face when doing this. The obvious challenge is figuring out what our users need; the non-obvious challenges are in creating a shared understanding of those needs and in sensing if what we're doing is meeting those needs.
In this webinar, we won't focus on the research methods for discovering user-needs. We will focus on synthesis of the needs we discover, communication and alignment tools, and how we operationalize addressing those needs.
Industry expert Scott Sehlhorst will:
• Introduce a taxonomy for user goals with real world examples
• Present the Onion Diagram, a tool for contextualizing task-level goals
• Illustrate how customer journey maps capture activity-level and task-level goals
• Demonstrate the best approach to selection and prioritization of user-goals to address
• Highlight the crucial benchmarks, observable changes, in ensuring fulfillment of customer needs
Recruiting in the Digital Age: A Social Media MasterclassLuanWise
In this masterclass, presented at the Global HR Summit on 5th June 2024, Luan Wise explored the essential features of social media platforms that support talent acquisition, including LinkedIn, Facebook, Instagram, X (formerly Twitter) and TikTok.
Top mailing list providers in the USA.pptxJeremyPeirce1
Discover the top mailing list providers in the USA, offering targeted lists, segmentation, and analytics to optimize your marketing campaigns and drive engagement.
2. Visual – Class A Restrictions Do not apply visual separation or issue VFR or “VFR-on-top” clearances in Class A airspace.
3. Visual – VFR Conditions a. You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: 1. The pilot of an aircraft on an IFR flight plan requests a VFR climb/descent. 2. TERMINAL. The clearance will result in noise abatement benefits where part of the IFR departure route does not conform to an FAA- approved noise abatement route or altitude. PHRASEOLOGY-MAINTAIN VFR CONDITIONS.MAINTAIN VFR CONDITIONS UNTIL (time or fix).MAINTAIN VFR CONDITIONS ABOVE/BELOW (altitude).CLIMB/DESCEND VFR,and if required,BETWEEN (altitude) AND (altitude)orABOVE/BELOW (altitude). b. When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility. PHRASEOLOGY-IF UNABLE, (alternative procedure), AND ADVISE.
4. Visual – Aprch Control Services for VFR Issue the following where procedures have been established for arriving VFR aircraft to contact approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot uses the phrase, “have numbers.” NOTE-Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. b. Traffic information on a workload permitting basis. c. Time or place at which the aircraft is to contact the tower on local control frequency for further landing information. d. An aircraft may be instructed to contact approach control for landing and traffic information upon initial contact with the tower.
5. Visual – Visual Holding of VFR A/C. TERMINAL When it becomes necessary to hold VFR aircraft at visual holding fixes, take the following actions: a. Clear aircraft to hold at selected, prominent geographical fixes which can be easily recognized from the air, preferably those depicted on sectional charts. NOTE- At some locations, VFR checkpoints are depicted on Sectional Aeronautical and Terminal Area Charts. In selecting geographical fixes, depicted VFR checkpoints are preferred unless the pilot exhibits a familiarity with the local area. b. Issue traffic information to aircraft cleared to hold at the same fix. PHRASEOLOGY- HOLD AT (location) UNTIL (time or other condition),TRAFFIC (description) HOLDING AT (fix, altitude if known),orPROCEEDING TO (fix) FROM (direction or fix).
6. Visual – Visual Separation. Aircraft may be separated by visual means, as provided in this paragraph, when other approved separation is assured before and after the application of visual separation. To ensure that other separation will exist, consider aircraft performance, wake turbulence, closure rate, routes of flight, and known weather conditions. Reported weather conditions must allow the aircraft to remain within sight until other separation exists. Do not apply visual separation between successive departures when departure routes and/or aircraft performance preclude maintaining separation. a. TERMINAL. Visual separation may be applied between aircraft under the control of the same facility within the terminal area up to but not including FL 180, provided: 1. Communication is maintained with at least one of the aircraft involved or the capability to communicate immediately as prescribed in departure control instructions, a2.is available, and: 2. The aircraft are visually observed by the tower and visual separation is maintained between the aircraft by the tower. The tower shall not provide visual separation between aircraft when wake turbulence separation is required or when the lead aircraft is a B757. 3. A pilot sees another aircraft and is instructed to maintain visual separation from the aircraft as follows: (a) Tell the pilot about the other aircraft including position, direction and, unless it is obvious, the other aircraft's intention. (b) Obtain acknowledgment from the pilot that the other aircraft is in sight. (c) Instruct the pilot to maintain visual separation from that aircraft. (d) Advise the pilot if the radar targets appear likely to converge. NOTE- Issue this advisory in conjunction with the instruction to maintain visual separation, or thereafter if the controller subsequently becomes aware that the targets are merging. (e) If the aircraft are on converging courses, inform the other aircraft of the traffic and that visual separation is being applied. (f) If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (the pilot must use that entire phrase), the controller need only “approve” the operation instead of restating the instructions. PHRASEOLOGY- TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), (intentions and other relevant information). If applicable, ON CONVERGING COURSE. DO YOU HAVE IT IN SIGHT? If the answer is in the affirmative, MAINTAIN VISUAL SEPARATION. If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (pilot must use that entire phrase): APPROVED. If aircraft are on converging courses, advise the other aircraft: TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
7. Visual – Visual Separation. c. Nonapproach control towers may be authorized to provide visual separation between aircraft within surface areas or designated areas provided other separation is assured before and after the application of visual separation. This may be applied by the nonapproach control tower providing the separation or by a pilot visually observing another aircraft and being instructed to maintain visual separation with that aircraft. PHRASEOLOGY-VISUAL SEPARATION APPROVED BETWEEN (identification) AND (identification),and for departing aircraft,(departing/succeeding aircraft) RELEASED YOUR DISCRETION. NOTE- Separation of IFR aircraft before and after application of visual separation is an IFR control function (Approach/Departure/En Route). A nonapproach control tower by accepting authorization for visual separation becomes responsible for ensuring that separation. Separation requirements also apply to VFR aircraft when IFR, Class B, Class C or TRSA separation is prescribed.
8. Visual –VFR On Top. a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR flight plan requests the clearance. PHRASEOLOGY-MAINTAIN VFR-ON-TOP. NOTE- 1. When an aircraft has been cleared to maintain “VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and distance from cloud criteria, and to be vigilant so as to see and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight (e.g., adherence to ATC clearances). 2. Although standard IFR separation is not applied, controllers shall continue to provide traffic advisories and safety alerts, and apply merging target procedures to aircraft operating VFR-on-top. b. You may clear an aircraft to climb through clouds, smoke, haze, or other meteorological formations and then to maintain “VFR-on-top” if the following conditions are met: 1. The pilot requests the clearance. 2. You inform the pilot of the reported height of the tops of the meteorological formation, or 3. You inform the pilot that no top report is available. 4. When necessary, you ensure separation from all other traffic for which you have separation responsibility by issuing an alternative clearance. 5. When an aircraft is climbing to and reports reaching “VFR-on-top,” reclear the aircraft to maintain “VFR-on-top.” PHRASEOLOGY- CLIMB TO AND REPORT REACHING VFR-ON-TOP,andTOPS REPORTED (altitude),orNO TOPS REPORTS.IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND ADVISE.MAINTAIN VFR-ON-TOP.
9. Visual –VFR On Top. c. Do not clear an aircraft to maintain “VFR-on-top” between sunset and sunrise to separate holding aircraft from each other or from en route aircraft unless restrictions are applied to ensure the appropriate IFR vertical separation. PHRASEOLOGY- MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/BETWEEN (altitudes). EXAMPLE- “Maintain VFR-on-top at or above one three thousand five hundred.” “Maintain VFR-on-top at or below one two thousand five hundred.” “Maintain VFR-on-top at or between six thousand and one zero thousand.” d. When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility. PHRASEOLOGY- IF UNABLE, (alternative procedure), AND ADVISE.
10. Visual –VFR On Top Direction of Flight. Inform an aircraft maintaining “VFR-on-top” when a report indicates the pilot is not complying with 14 CFR Section 91.159(a). NOTE- As required by 14 CFR Section 91.159(a), the appropriate VFR altitudes for aircraft (not in a holding pattern of 2 minutes or less, or turning) operating more than 3,000 feet above the surface to and including 18,000 feet MSL: Magnetic courses 0-179- odd cardinal altitudes plus 500 feet; e.g., 3,500, 5,500. Magnetic courses 180-359- even cardinal altitudes plus 500 feet; e.g., 4,500, 8,500. PHRASEOLOGY- VFR-ON-TOP CRUISING LEVELS FOR YOUR DIRECTION OF FLIGHT ARE:more than 3,000 feet above the surface to FL 180:ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVE HUNDRED FEET.
11. Visual – Approaches-Visual Aprchs. A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure. Also, there is no missed approach segment. An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided.
12. Visual – Approaches- Vectors for Visual Aprch. A vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 miles or greater. At airports without weather reporting service there must be reasonable assurance (e.g. area weather reports, PIREPs, etc.) that descent and flight to the airport can be made visually, and the pilot must be informed that weather information is not available. PHRASEOLOGY- (Ident) FLY HEADING OR TURN RIGHT/LEFT HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name). (If appropriate) WEATHER NOT AVAILABLE. NOTE- At airports where weather information is not available, a pilot request for a visual approach indicates that descent and flight to the airport can be made visually and clear of clouds.
13. Visual – Approaches- Clearance for Visual Aprch. Approach controls may clear aircraft for visual approaches using the following procedures: NOTE- Towers may exercise this authority when authorized by a LOA with the facility that provides the IFR service, or by a facility directive at collocated facilities. a. Controllers may initiate, or pilots may request, a visual approach even when an aircraft is being vectored for an instrument approach and the pilot subsequently reports: 1. The airport or the runway in sight at airports with operating control towers. 2. The airport in sight at airports without a control tower. b. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance to the preceding aircraft and speed difference, and ensure that weather conditions at the airport are VFR or that the pilot has been informed that weather is not available for the destination airport. Upon pilot request, advise the pilot of the frequency to receive weather information where AWOS/ASOS is available. PHRASEOLOGY- (Ident) (instructions) CLEARED VISUAL APPROACH RUNWAY (number);or(ident) (instructions) CLEARED VISUAL APPROACH TO (airport name)(and if appropriate)WEATHER NOT AVAILABLE OR VERIFY THAT YOU HAVE THE (airport) WEATHER.
14. Visual – Approaches- Clearance for Visual Aprch. c. Clear an aircraft for a visual approach when: 1. The aircraft is number one in the approach sequence, or 2. The aircraft is to follow a preceding aircraft and the pilot reports the preceding aircraft in sight and is instructed to follow it, or NOTE-The pilot need not report the airport/runway in sight. 3. The pilot reports the airport or runway in sight but not the preceding aircraft. Radar separation must be maintained until visual separation is provided. d. All aircraft following a heavy jet/B757 must be informed of the airplane manufacturer and model. EXAMPLE-“Cessna Three Four Juliet, following a Boeing 757, 12 o'clock, six miles.” e. Inform the tower of the aircraft's position prior to communications transfer at controlled airports. ARTS/STARS functions may be used provided a facility directive or LOA specifies control and communication transfer points. f. In addition to the requirements of vectors for a visual approach, and a., b., c., d., e. ensure that the location of the destination airport is provided when the pilot is asked to report the destination airport in sight. g. In those instances where airports are located in close proximity, also provide the location of the airport that may cause the confusion. EXAMPLE-“Cessna Five Six November, Cleveland Burke Lakefront Airport is at 12 o'clock, 5 miles. Cleveland Hopkins Airport is at 1 o'clock 12 miles. Report Cleveland Hopkins in sight.”
15. Visual – Approaches-To Multiple Runways a. All aircraft must be informed that approaches are being conducted to parallel/intersecting/converging runways. This may be accomplished through use of the ATIS. b. When conducting visual approaches to multiple runways ensure the following: 1. Do not permit the respective aircrafts' primary radar returns to merge unless visual separation is being applied. 2. When the aircraft flight paths intersect, ensure standard separation is maintained until visual separation is provided. c. In addition to the requirements in visual separation, visual approach, vectors for a visual approach, and clearance for a visual approach, the following conditions apply to visual approaches being conducted simultaneously to parallel, intersecting, and converging runways, as appropriate: 1. Parallel runways separated by less than 2,500 feet. Unless standard separation is provided by ATC, an aircraft must report sighting a preceding aircraft making an approach (instrument or visual) to the adjacent parallel runway. When an aircraft reports another aircraft in sight on the adjacent final approach course and visual separation is applied, controllers must advise the succeeding aircraft to maintain visual separation. However, do not permit a heavy/B757 aircraft to overtake another aircraft. Do not permit a large aircraft to overtake a small aircraft. 2. Parallel runways separated by at least 2,500 feet, but less than 4,300 feet. (a) Standard separation is provided until the aircraft are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. NOTE- The intent of the 30 degree intercept angle is to reduce the potential for overshoots of the final, and preclude side-by-side operations with one or both aircraft in a “belly-up” configuration during the turn. Aircraft performance, speed, and the number of degrees of the turn to the final are factors to be considered by the controller when vectoring aircraft to parallel runways. (b) Visual approaches may be conducted to one runway while visual or instrument approaches are conducted simultaneously to the other runway, provided the conditions of a. (above) are met. (c) Provided aircraft flight paths do not intersect, and when the provisions of a and b above are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach course. 3. Parallel runways separated by 4,300 feet or more. (a) When aircraft flight paths do not intersect, visual approaches may be conducted simultaneously, provided standard separation is maintained until one of the aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. (b) Visual approaches may be conducted to one runway while visual or instrument approaches are conducted simultaneously to the other runway, provided the conditions of a. (above) are met. (c) Provided the aircraft flight paths do not intersect, when the provisions of a and b above are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach course. 4. Intersecting and converging runways. Visual approaches may be conducted simultaneously with visual or instrument approaches to another runway, provided: (a) Standard separation is maintained until the aircraft conducting the visual approach has been issued and the pilot has acknowledged receipt of the visual approach clearance. (b) When aircraft flight paths intersect, radar separation must be maintained until visual separation is provided. NOTE- Although simultaneous approaches may be conducted to intersecting runways, staggered approaches may be necessary to meet the airport separation requirements specified in intersecting runway separation.
16. Visual – Approaches- Charted Visual Approaches USA/USN AIRCRAFT NOT APPLICABLE Clear an aircraft for a CVFP only when the following conditions are met: a. There is an operating control tower. b. The published name of the CVFP and the landing runway are specified in the approach clearance, the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA, and the visibility is 3 miles or more, unless higher minimums are published for the particular CVFP. c. When using parallel or intersecting/converging runways, the criteria specified in, approaches to multiple runways, are applied. d. An aircraft not following another aircraft on the approach reports sighting a charted visual landmark, or reports sighting a preceding aircraft landing on the same runway and has been instructed to follow that aircraft. PHRASEOLOGY- (Ident) CLEARED (name of CVFP) APPROACH.
17. Visual – Approaches- Contact Approach Clear an aircraft for a contact approach only if the following conditions are met: a. The pilot has requested it. NOTE- When executing a contact approach, the pilot is responsible for maintaining the required flight visibility, cloud clearance, and terrain/obstruction clearance. Unless otherwise restricted, the pilot may find it necessary to descend, climb, and/or fly a circuitous route to the airport to maintain cloud clearance and/or terrain/obstruction clearance. It is not in any way intended that controllers will initiate or suggest a contact approach to a pilot. b. The reported ground visibility is at least 1 statute mile. c. A standard or special instrument approach procedure has been published and is functioning for the airport of intended landing. d. Approved separation is applied between aircraft so cleared and other IFR or SVFR aircraft. When applying vertical separation, do not assign a fixed altitude but clear the aircraft at or below an altitude which is at least 1,000 feet below any IFR traffic but not below the minimum safe altitude prescribed in 14 CFR Section 91.119. NOTE- 14 CFR Section 91.119 specifies the minimum safe altitude to be flown: (a) Anywhere. (b) Over congested areas. (c) Other than congested areas. To provide for an emergency landing in the event of power failure and without undue hazard to persons or property on the surface. (d) Helicopters. May be operated at less than the minimums prescribed in paras (b) and (c) above if the operation is conducted without hazard to persons or property on the surface. e. An alternative clearance is issued when weather conditions are such that a contact approach may be impracticable. PHRASEOLOGY-CLEARED CONTACT APPROACH,And if required,AT OR BELOW (altitude) (routing).IF NOT POSSIBLE, (alternative procedures), AND ADVISE.
18. Visual – SVFR - Authorization a. SVFR operations in weather conditions less than basic VFR minima are authorized: 1. At any location not prohibited by 14 CFR Part 91, Appendix D or when an exemption to 14 CFR Part 91 has been granted and an associated LOA established. 14 CFR Part 91 does not prohibit SVFR helicopter operations. 2. Only within the lateral boundaries of Class B, Class C, Class D, or Class E surface areas, below 10,000 feet MSL. 3. Only when requested by the pilot. 4. On the basis of weather conditions reported at the airport of intended landing/departure. 5. When weather conditions are not reported at the airport of intended landing/departure and the pilot advises that VFR cannot be maintained and requests SVFR. PHRASEOLOGY- CLEARED TO ENTER/OUT OF/THROUGH, (name) SURFACE AREA and if required, (direction) OF (name) AIRPORT (specified routing), and MAINTAIN SPECIAL V-F-R CONDITIONS, and if required, AT OR BELOW (altitude below 10,000 feet MSL) or as applicable under an exemption from 14 CFR Part 91, CLEARED FOR (coded arrival or departure procedure) ARRIVAL/DEPARTURE, (additional instructions as required). b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, or Class E surface area when the primary airport is reporting VFR but the pilot advises that basic VFR cannot be maintained. NOTE- The basic requirements for issuance of a SVFR clearance in subpara a. (above) apply with the obvious exception that weather conditions at the controlling airport are not required to be less than basic VFR minima.
19. Visual – SVFR - Priority a. SVFR flights may be approved only if arriving and departing IFR aircraft are not delayed. ( See handout for examples) NOTE- The priority afforded IFR aircraft over SVFR aircraft is not intended to be so rigidly applied that inefficient use of airspace results. The controller has the prerogative of permitting completion of a SVFR operation already in progress when an IFR aircraft becomes a factor if better overall efficiency will result. b. Inform an aircraft of the anticipated delay when a SVFR clearance cannot be granted because of IFR traffic. Do not issue an EFC or expected departure time. PHRASEOLOGY- EXPECT (number) MINUTES DELAY, (additional instructions as necessary).
20. Visual – SVFR -Seperation a. Apply approved separation between: 1. SVFR aircraft. 2. SVFR aircraft and IFR aircraft. NOTE- Approved separation between SVFR fixed-wing aircraft, and between SVFR fixed-wing aircraft and IFR fixed- wing aircraft, is prescribed in altitude assignment. Radar vectors are authorized as prescribed in application of radar vectors, subpara f. b. Alternate SVFR helicopter separation minima may be established when warranted by the volume and/or complexity of local helicopter operations. Alternate SVFR helicopter separation minima shall be established with an LOA with the helicopter operator which shall specify, as a minimum, that SVFR helicopters are to maintain visual reference to the surface and adhere to the following aircraft separation minima: 1. Between a SVFR helicopter and an arriving or departing IFR aircraft: (a) 1/2 mile. If the IFR aircraft is less than 1 mile from the landing airport. (b) 1 mile. If the IFR aircraft is 1 mile or more from the airport. 2. 1 mile between SVFR helicopters. This separation may be reduced to 200 feet if: (a) Both helicopters are departing simultaneously on courses that diverge by at least 30 degrees and: (1) The tower can determine this separation by reference to surface markings; or (2) One of the departing helicopters is instructed to remain at least 200 feet from the other.
21. Visual – SVFR – Altitude Assignment Do not assign a fixed altitude when applying vertical separation, but clear the SVFR aircraft at or below an altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA prescribed in 14 CFR Section 91.119. PHRASEOLOGY- MAINTAIN SPECIAL V-F-R CONDITIONS AT OR BELOW (altitude). NOTE- 1. SVFR aircraft are not assigned fixed altitudes to maintain because of the clearance from clouds requirement. 2. The MSAs are: (a) Over congested areas, an altitude at least 1,000 feet above the highest obstacle, and (b) Over other than congested areas, an altitude at least 500 feet above the surface. (c) Helicopters may be operated at less than the minimum altitudes prescribed in (a) and (b) above.
22. Visual – SVFR – Local Operations a. Authorize local SVFR operations for a specified period (series of landings and takeoffs, etc.) upon request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs may be consummated. PHRASEOLOGY- LOCAL SPECIAL V-F-R OPERATIONS IN THE IMMEDIATE VICINITY OF (name) AIRPORT ARE AUTHORIZED UNTIL (time). MAINTAIN SPECIAL V-F-R CONDITIONS. b. Control facilities may also authorize an FSS to transmit SVFR clearances so that only one aircraft at a time operates in the Class B, Class C, Class D, or Class E surface areas unless pilots agree that they will maintain visual separation with other aircraft operating in the Class B, Class C, Class D, or Class E surface areas. Such authorization concerning visual separation by pilots shall be contained in a LOA between the control facility and the FSS.
23. Visual – SVFR – Climb to VFR Authorize an aircraft to climb to VFR upon request if the only weather limitation is restricted visibility. PHRASEOLOGY-CLIMB TO V-F-R WITHIN (name) SURFACE AREA/WITHIN (a specified distance) MILES FROM (airport name) AIRPORT, MAINTAIN SPECIAL V-F-R CONDITIONS UNTIL REACHING V-F-R.
24. Visual – SVFR – GND Vis. Below 1 Mile. 14 CFR Part 91 does not prohibit helicopter SVFR flight when the visibility is less than 1 mile. Treat requests for SVFR fixed wing operations as follows when the ground visibility is officially reported at an airport as less than 1 mile: a. Inform departing aircraft that ground visibility is less than 1 mile and that a clearance cannot be issued. b. Inform arriving aircraft, operating outside of a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and that, unless an emergency exists, a clearance cannot be issued. c. Inform arriving aircraft, operating VFR/SVFR within a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and request the pilot to advise intentions. PHRASEOLOGY- (Name of airport) VISIBILITY LESS THAN ONE MILE. ADVISE INTENTIONS. NOTE- Clear an aircraft to land at an airport with an operating control tower, traffic permitting, if the pilot reports the airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from landing at any airport within a surface area when ground visibility is less than 1 mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after entering a surface area due to rapidly changing weather. The pilot is best suited to determine the action to be taken since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot encountering an inflight emergency requiring immediate action to deviate from any rule of 14 CFR Part 91 to the extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and continue inbound to land. d. Authorize scheduled air carrier aircraft in the U.S. to conduct operations if ground visibility is not less than 1/2 statute mile. NOTE- 14 CFR Part 121 permits landing or takeoff by domestic scheduled air carriers where a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns after takeoff or before landing and all flights beyond 1 statute mile from the airport boundary can be accomplished above or outside the area so restricted. The pilot is solely responsible for determining if the nature of the visibility restriction will permit compliance with the provisions of 14 CFR Part 121. e. Clear an aircraft to fly through the Class B, Class C, Class D, or Class E surface area if the aircraft reports flight visibility is at least 1 statute mile.
25. Visual – SVFR – FLT Vis. Below 1 Mile. Treat requests for SVFR fixed-wing operations as follows when weather conditions are not reported at an airport and the pilot advises the flight visibility is less than 1 mile: NOTE- 14 CFR Part 91 prescribes the visibility for basic VFR and SVFR operations as the official reported ground visibility at airports where provided and landing or takeoff “flight visibility” where there is no official reported ground visibility. a. Inform departing aircraft that a clearance cannot be issued. b. Inform arriving aircraft operating outside of a Class B, Class C, Class D or Class E surface area that a clearance cannot be issued unless an emergency exists. c. Request the intentions of an arriving aircraft operating within a Class B, Class C, Class D, or Class E surface area. NOTE- Clear an aircraft to land at an airport with an operating control tower, traffic permitting, if the pilot reports the airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from landing at any airport within a surface area when flight visibility is less than 1 mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after entering a surface area due to rapidly changing weather. The pilot is best suited to determine the action to be taken since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot encountering an inflight emergency requiring immediate action to deviate from any rule of 14 CFR Part 91 to the extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and continue inbound to land.
26. Basic Radar Service to VFR Aircraft – Application a. Basic radar services for VFR aircraft shall include: 1. Safety alerts. 2. Traffic advisories. 3. Limited radar vectoring when requested by the pilot. 4. Sequencing at locations where procedures have been established for this purpose and/or when covered by a LOA. b. Apply the procedures contained in approach control Service for VFR Arriving Aircraft, when arriving VFR aircraft are handled by approach control and provide vectoring service in accordance with, Radar, and Speed Adjustment, in addition to the radar services prescribed application, and methods.
27. Basic Radar Service to VFR Aircraft – Service Availability a. Inform aircraft on initial contact whenever this service cannot be provided because of radar outage and apply approach control service for VFR arriving aircraft. b. Provide the service, to the extent possible using an available frequency, if an aircraft desires the service but cannot communicate on the appropriate frequencies. Aircraft which do not desire radar service may be fitted into the landing sequence by the tower. Coordination of these aircraft shall be accomplished with the approach control unless a facility directive/LOA prescribes otherwise. Nonparticipating aircraft shall, to the extent possible, be given the same landing sequence they would have received had they been sequenced by radar vectors. c. Radar sequencing to the primary airport, when local procedures have been developed, shall be provided unless the pilot states that the service is not requested. Arriving aircraft are assumed to want radar service unless the pilot states “Negative radar service,” or makes a similar comment.
28. Basic Radar Service to VFR Aircraft – Initial Contact / Ident. / Holding INITIAL CONTACT: An aircraft sighted by the local controller at the time of first radio contact may be positioned in the landing sequence after coordination with approach control. IDENTIFICATION : Identify the aircraft before taking action to position it in the approach sequence. HOLDING : Hold VFR aircraft over the initial reporting fix or a fix near the airport when holding is required to establish an approach sequence.
29. Basic Radar Service to VFR Aircraft – Approach Sequence Do not assign landing sequence numbers, when establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or facility directive. NOTE- The landing sequence is ordinarily established by the tower. SEQUENCING : a. Establish radar contact before instructing a VFR aircraft to enter the traffic pattern at a specified point or vectoring the aircraft to a position in the approach sequence. Inform the pilot of the aircraft to follow when the integrity of the approach sequence is dependent on following a preceding aircraft. Ensure visual contact is established with the aircraft to follow and provide instruction to follow that aircraft. PHRASEOLOGY- FOLLOW (description) (position, if necessary). b. Direct a VFR aircraft to a point near the airport to hold when a position is not available in the approach sequence for the runway in use. The aircraft may be vectored to another runway after coordination with the tower. c. Apply the following procedures to a VFR aircraft being radar sequenced: 1. The provisions minima, e and f. 2. When parallel runways are less than 2,500 feet apart, do not permit a heavy jet/B757 to overtake any aircraft nor a large aircraft to overtake a small aircraft established on final within the facility's area of responsibility.
30. Basic Radar Service to VFR Aircraft – Control Transfer a. Inform the tower of the aircraft's position and then instruct the pilot to contact the tower. b. The aircraft may be instructed to contact the tower prior to the tower being advised of the aircraft's position provided: 1. The tower advises the aircraft is in sight, and 2. Space is available in the landing sequence. c. Instruct the pilot to contact the tower at the appropriate point when the approach control radar track data is being displayed on the tower's radar display, the aircraft is tagged by the appropriate facility (Tower) , and a facility directive specifies change of communications and control jurisdiction points. NOTE- The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the tower and approach control and will vary, depending on the runway in use, weather, etc. The transfer of communications ordinarily occurs at least 5 miles from the runway. The point for the transfer of communications should be a sufficient distance from the airport to permit the tower to properly sequence the aircraft, but not at a distance that could derogate the provision of radar traffic information service.
31. Basic Radar Service to VFR Aircraft – Abandoned Approch / VFR DEP info. ABANDONED APPROACH : Instruct the aircraft to change to approach control for sequencing when an aircraft, under tower control, abandons the approach and coordination with approach control reveals no immediate space in the approach sequence. VFR DEPARTURE INFORMATION : Inform departing VFR aircraft who request radar traffic advisories when to contact departure control and the frequency to use. Provide traffic advisories in accordance with traffic advisories, after the departure is radar identified. NOTE-Departing aircraft desiring traffic information are expected to request the service and to state their proposed direction of flight upon initial contact with ground control. In some cases the aircraft may be transferred to CD/FD to request the service. (ie. CLT / ATL).
32. Basic Radar Service to VFR Aircraft – Termination Basic radar services should be provided to the extent possible, workload permitting. Terminate radar service to aircraft landing at airports other than those where sequencing service is provided at a sufficient distance from the airport to permit the pilot to change to the appropriate frequency for traffic and airport information. PHRASEOLOGY- RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO,orSQUAWK VFR,thenCHANGE TO ADVISORY FREQUENCY APPROVED,orCONTACT (frequency identification),orFREQUENCY CHANGE APPROVED.
33. Basic Radar Service to VFR Aircraft – Service When Tower is INOP. a. Provide the following services during hours when the tower is not in operation: 1. Wind direction and velocity. NOTE- Issue information provided from the FSS or WSO. Otherwise, inform the pilot that wind information is not available. 2. Traffic information. 3. Inform aircraft when radar service is terminated. b. Do not assign landing sequence.
34. Terminal Radar Service Area (TRSA) APPLICATION Apply TRSA procedures within the designated TRSA in addition to the basic services described in, visual, basic radar service to VFR aircraft. ISSUANCE OF EFC Inform the pilot when to expect further clearance when VFR aircraft are held either inside or outside the TRSA. SEPARATION Separate VFR aircraft from VFR/IFR aircraft by any one of the following: a. Visual separation, as specified in this course. NOTE- Issue wake turbulence cautionary advisories in accordance with Wake Turbulence Cautionary Advisories. b. 500 feet vertical separation. c. Target resolution when using broadband radar systems. The application of target resolutions at locations not using broadband radar will be individually approved by the Director of Terminal Safety and Operations Support. NOTE- Apply the appropriate provisions when wake turbulence separation is required.
35. Terminal Radar Service Area (TRSA) HELICOPTER TRAFFIC Helicopters need not be separated from other helicopters. Traffic information shall be exchanged, as necessary. ALTITUDE ASSIGNMENTS a. Altitude information contained in a clearance, instruction, or advisory to VFR aircraft shall meet MVA, MSA, or minimum IFR altitude criteria. b. If required, issue altitude assignments, consistent with the provisions of 14 CFR Section 91.119. NOTE- The MSAs are: 1. Over congested areas, an altitude at least 1,000 feet above the highest obstacle; and2. Over other than congested areas, an altitude at least 500 feet above the surface. c. When necessary to assign an altitude for separation purposes to VFR aircraft contrary to 14 CFR Section 91.159, advise the aircraft to resume altitudes appropriate for the direction of flight when the altitude assignment is no longer needed for separation or when leaving the TRSA. PHRASEOLOGY-RESUME APPROPRIATE VFR ALTITUDES.
36. Terminal Radar Service Area (TRSA) TRSA DEPARTURE INFORMATION a. At controlled airports within the TRSA, inform a departing aircraft proposing to operate within the TRSA when to contact departure control and the frequency to use. If the aircraft is properly equipped, ground control or clearance delivery shall issue the appropriate beacon code. NOTE- Departing aircraft are assumed to want TRSA service unless the pilot states, “negative TRSA service,” or makes a similar comment. Pilots are expected to inform the controller of intended destination and/or route of flight and altitude. b. Provide separation until the aircraft leaves the TRSA. c. Inform VFR participating aircraft when leaving the TRSA. PHRASEOLOGY- LEAVING THE (name) TRSA, and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO. d. Aircraft departing satellite controlled airports that will penetrate the TRSA should be provided the same service as those aircraft departing the primary airport. Procedures for handling this situation shall be covered in a letter of agreement or facility directives, as appropriate. e. Procedures for handling aircraft departing uncontrolled satellite airports must be advertised in a facility bulletin and service provided accordingly.
37. Class C Service APPLICATION Apply Class C service procedures within the designated Class C airspace and the associated outer area. Class C services are designed to keep ATC informed of all aircraft within Class C airspace, not to exclude operations. Two-way radio communications and operational transponder are normally required for operations within Class C airspace, but operations without radio communications or transponder can be conducted by LOA, facility directive, or special arrangement with Class C airspace controlling facility. CLASS C SERVICES a. Class C services include the following: 1. Sequencing of all aircraft to the primary airport. 2. Standard IFR services to IFR aircraft. 3. Separation, traffic advisories, and safety alerts between IFR and VFR aircraft. 4. Mandatory traffic advisories and safety alerts between VFR aircraft. b. Provide Class C services to all aircraft operating within Class C airspace. c. Provide Class C services to all participating aircraft in the outer area. d. Aircraft should not normally be held. However, if holding is necessary, inform the pilot of the expected length of delay. e. When a radar outage occurs, advise aircraft that Class C services are not available and, if appropriate, when to contact the tower.
38. Class C Service SEPARATION Separate VFR aircraft from IFR aircraft by any one of the following: a. Visual separation as specified in Visual Separation, Vectors for Visual Approach, and Sequencing. NOTE- Issue wake turbulence cautionary advisories in accordance with Wake Turbulence Cautionary Advisories. b. 500 feet vertical separation; c. Target resolution when using broadband radar systems. The application of target resolution at locations not using broadband radar will be individually approved by the Director of Terminal Safety and Operations Support. NOTE- Apply the provisions of Minima, when wake turbulence separation is required. ESTABLISHING TWO-WAY COMMUNICATIONS Class C service requires pilots to establish two-way radio communications before entering Class C airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter Class C airspace. If workload or traffic conditions prevent immediate provision of Class C services, inform the pilot to remain outside Class C airspace until conditions permit the services to be provided. PHRASEOLOGY- (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE AND STANDBY.
39. Class C Service ALTITUDE ASSIGNMENTS a. When necessary to assign altitudes to VFR aircraft, assign altitudes that meet the MVA, MSA, or minimum IFR altitude criteria. b. Aircraft assigned altitudes which are contrary to 14 CFR Section 91.159 shall be advised to resume altitudes appropriate for the direction of flight when the altitude is no longer needed for separation, when leaving the outer area, or when terminating Class C service. PHRASEOLOGY- RESUME APPROPRIATE VFR ALTITUDES. EXCEPTIONS a. VFR helicopters need not be separated from IFR helicopters. Traffic information and safety alerts shall be issued as appropriate. b. Hot air balloons need not be separated from IFR aircraft. Traffic information and safety alerts shall be issued as appropriate. ADJACENT AIRPORT OPERATIONS a. Aircraft that will penetrate Class C airspace after departing controlled airports within or adjacent to Class C airspace shall be provided the same services as those aircraft departing the primary airport. Procedures for handling this situation shall be covered in a LOA or a facility directive, as appropriate. b. Aircraft departing uncontrolled airports within Class C airspace shall be handled using procedures advertised in a Letter to Airmen.
40. Class C Service TERMINATION OF SERVICE Unless aircraft are landing at secondary airports or have requested termination of service while in the outer area, provide services until the aircraft departs the associated outer area. Terminate Class C service to aircraft landing at other than the primary airport at a sufficient distance from the airport to allow the pilot to change to the appropriate frequency for traffic and airport information. PHRASEOLOGY- CHANGE TO ADVISORY FREQUENCY APPROVED,orCONTACT (facility identification).
41. Class B Service APPLICATION Apply Class B services and procedures within the designated Class B airspace. a. No person may operate an aircraft within Class B airspace unless: 1. The aircraft has an operable two-way radio capable of communications with ATC on appropriate frequencies for that Class B airspace. 2. The aircraft is equipped with the applicable operating transponder and automatic altitude reporting equipment specified in para (a) of 14 CFR Section 91.215, except as provided in para(d) of that section.
42. Class B Service VFR AIRCRAFT IN CLASS B AIRSPACE a. VFR aircraft must obtain an ATC clearance to operate in Class B airspace. PHRASEOLOGY- CLEARED THROUGH/TO ENTER/OUT OF BRAVO AIRSPACE,and as appropriate,VIA (route). MAINTAIN (altitude) WHILE IN BRAVO AIRSPACE.orCLEARED AS REQUESTED.(Additional instructions, as necessary.)REMAIN OUTSIDE BRAVO AIRSPACE. (When necessary, reason and/or additional instructions.) NOTE- 1. Assignment of radar headings, routes, or altitudes is based on the provision that a pilot operating in accordance with VFR is expected to advise ATC if compliance will cause violation of any part of the CFR. 2. Separation and sequencing for VFR aircraft is dependent upon radar. Efforts should be made to segregate VFR traffic from IFR traffic flows when a radar outage occurs.
43. Class B Service b. Approve/deny requests from VFR aircraft to operate in Class B airspace based on workload, operational limitations and traffic conditions. c. Inform the pilot when to expect further clearance when VFR aircraft are held either inside or outside Class B airspace. d. Inform VFR aircraft when leaving Class B airspace. PHRASEOLOGY- LEAVING (name) BRAVO AIRSPACE,and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO.
44. Class B Service METHODS a. To the extent practical, clear large turbine engine-powered airplanes to/from the primary airport using altitudes and routes that avoid VFR corridors and airspace below the Class B airspace floor where VFR aircraft are operating. NOTE- Pilots operating in accordance with VFR are expected to advise ATC if compliance with assigned altitudes, headings, or routes will cause violation of any part of the CFR. b. Vector aircraft to remain in Class B airspace after entry. Inform the aircraft when leaving and reentering Class B airspace if it becomes necessary to extend the flight path outside Class B airspace for spacing. NOTE- 14 CFR Section 91.131 states that “Unless otherwise authorized by ATC, each person operating a large turbine engine-powered airplane to or from a primary airport for which a Class B airspace area is designated must operate at or above the designated floors of the Class B airspace area while within the lateral limits of that area.” Such authorization should be the exception rather than the rule. c. Aircraft departing controlled airports within Class B airspace will be provided the same services as those aircraft departing the primary airport.
45. Class B Service SEPARATION a. Standard IFR services to IFR aircraft. b. VFR aircraft shall be separated from VFR/IFR aircraft that weigh more than 19,000 pounds and turbojets by no less than: 1. 1 1/2 miles separation, or 2. 500 feet vertical separation, or NOTE- Apply the provisions of Minima, when wake turbulence separation is required. 3. Visual separation, as specified in Visual Separation, Vectors for Visual Approach, and, Sequencing. NOTE- Issue wake turbulence cautionary advisories in accordance with Wake Turbulence Cautionary Advisories. c. VFR aircraft shall be separated from all VFR/IFR aircraft which weigh 19,000 pounds or less by a minimum of: 1. Target resolution, or 2. 500 feet vertical separation, or NOTE- 1. Apply the provisions of Minima, when wake turbulence separation is required. 2. Aircraft weighing 19,000 pounds or less include all aircraft in SRS Categories I and II plus G73, STAR, S601, BE30, SW3, B190 and C212. 3. Visual separation, as specified in, Visual Separation,, Vectors for Visual Approach, and Sequencing. NOTE- Issue wake turbulence cautionary advisories in accordance with Wake Turbulence Cautionary Advisories.
46. Class B Service TRAFFIC ADVISORIES a. Provide mandatory traffic advisories and safety alerts, between all aircraft. b. Apply merging target procedures in accordance with Merging Target Procedures. HELICOPTER TRAFFIC VFR helicopters need not be separated from VFR or IFR helicopters. Traffic advisories and safety alerts shall be issued as appropriate. ALTITUDE ASSIGNMENTS a. Altitude information contained in a clearance, instruction, or advisory to VFR aircraft shall meet MVA, MSA, or minimum IFR altitude criteria. b. Issue altitude assignments, if required, consistent with the provisions of 14 CFR Section 91.119. NOTE- The MSAs are: 1. Over congested areas, an altitude at least 1,000 feet above the highest obstacle, 2. Over other than congested areas, an altitude at least 500 feet above the surface. c. Aircraft assigned altitudes which are contrary to 14 CFR Section 91.159 shall be advised to resume altitudes appropriate for the direction of flight when the altitude assignment is no longer required or when leaving Class B airspace. PHRASEOLOGY- RESUME APPROPRIATE VFR ALTITUDES. APPROACH INTERVAL The tower shall specify the approach interval.