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ATC and IFR Procedures
An RCO Creation
What’s this all about?1. Definitions2. Airspace3. Navigation Performance and Separation
Standards4. Controller and Pilot Responsibilities5. ATC Communications6. Flow Control7. Severe Weather Avoidance Plan8. Washington ADIZ9. Hudson River Corridor10. Lower than Standard T/O Operations
DefinitionsApproaches
• PRECISION APPROACH PROCEDURE
A standard instrument approach procedure
in which an electronic glideslope/glidepath
is provided <ILS, MLS and PAR>
DefinitionsApproaches
•NONPRECISION APPROACH PROCEDURE
A standard instrument approach procedure
in which no electronic glideslope is
provided <VOR, TACAN, NDB, LOC, ASR, LDA
and SDF>
DefinitionsApproaches
•LDA – LOCALIZER TYPE DIRECTIONAL AID
A NAVAID used for nonprecision instrument
approaches with utility and accuracy
comparable to a localizer but which is not a
part of a complete ILS and is not aligned with
the runway
DefinitionsAirways
• AIRWAY
A class E airspace area established in the form of a corridor, the
centerline of which is defined by radio navigational aids
Dimensions: An airway includes the airspace within parallel
boundary lines 4nm to each side of the centerline. The airspace has
a floor of 1200’ AGL unless otherwise specified.
• LOW ALTITUDE AIRWAY STRUCTURE
Up to but not including 18,000’ MSL
• JET ROUTE
FL180 up to and including FL450
DefinitionsWeather Reporting
• AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
The continuous broadcast of recorded noncontrol information in selected
terminal areas. Its purpose is to improve controller effectiveness and to
relieve frequency congestion by automating the repetitive transmission of
essential but routine information
• AUTOMATED WEATHER SYSTEM
Any of the automated weather sensor platforms that collect weather data
at airports and disseminate the weather information via radio and/or
landline.
Automated Surface Observing System (ASOS)
Automated Weather Sensor System (AWSS)
Automated Weather Observation System (AWOS)
DefinitionsWeather Reporting Cont.
• ASOS vs. AWOS
ASOS is more sophisticated than AWOS
ASOS can determine:
Type and intensity of precipitation <Rain, Snow and Freezing Rain>
Thunderstorms
Obstructions to visibility <Fog or Haze>
Wind shifts and or peak gusts
Rapid pressure change
• AWOS A01 vs. A02
A01 – a station without a precipitation ID sensor
A02 – a station with a precipitation ID sensor
AirspaceAIM 3-1-1
There are 2 categories of airspace or airspace areas:
1. REGULATORY
Class A,B,C,D and E airspace
Restricted and prohibited areas included
2. NON-REGULATORY
Military Operations Areas (MOAs)
Warning Areas
Alert Areas
Controlled Firing Areas
AirspaceGeneral Structure
AirspaceClass A
Airspace from 18,000’ MSL up to and including FL600
Including the airspace overlying the waters within 12 nautical miles off
the coast of the 48 contiguous states and Alaska
Also designated international airspace beyond 12 nautical miles of f the
coast of the 48 contiguous states and Alaska within areas of domestic
radio navigational signal or ATC radar coverage, and within which
domestic procedures are applied
• IFR flight plan required
• No aircraft speed limit
AirspaceClass B
Generally, airspace from the surface to 10,000’ MSL surrounding some of the
nation’s busiest airports
• An ATC clearance is required for all aircraft to operate in the area
• Mode C Veil
Airspace within 30 nm of an airport within class B airspace areas
From the surface up to 10,000’ MSL
• Aircraft speed restrictions
Unless instructed by ATC all aircraft are restricted to 250 knots indicated
below 10,000’ MSL
In Bravo VFR corridor or below Bravo airspace
Restricted to 200 knots indicated
AirspaceClass B Separation
VFR aircraft operating in class B airspace are provided sequencing and separation
from other aircraft
• VFR aircraft are separated from all VFR/IFR aircraft weighing 18,999 lbs or less by a
minimum of:
Target resolution or
500’ vertical separation or
Visual separation
• VFR aircraft are separated from all VFR/IFR aircraft weighing 19,000 lbs or more and
turbojets by a minimum of:
1 ½ miles vertical separation or
500’ vertical separation or
Visual separation
AirspaceClass C
Generally, airspace from the surface up to 4,000’ AGL at airports with an
operational control tower
Serviced by a radar approach control
• Usually consists of:
5 NM radius core extending from the surface up to 4,000’ AGL
Also a 10 NM radius shelf area extending no lower than 1,200’ AGL up
to 4,000’ AGL
• Two-way radio communication must be established prior to entry
• Aircraft speed restrictions
Unless instructed by ATC all aircraft are restricted to 200 knots indicated
below 2,500’ AGL within 4 NM of the class C airport
AirspaceClass C Separation
Separation is provided within the class C airspace and the outer area after
two-way communications and radar contact are established
• VFR aircraft are separated from all IFR aircraft by a minimum of:
Target resolution or
500’ vertical separation; except when beneath a heavy jet or
Visual separation
AirspaceClass D
Generally, airspace from the surface up to 2,500’ AGL at airports with an operational
control tower
• When tower closed the airspace reverts to either class E or G airspace
• Depends on weather reporting AWOS or ASOS
• Refer to AFD for type of airspace after hours
• Two-way communication must be established prior to entry
Radio contact should be initiated far enough from the airspace to avoid entering
the airspace before radio communications are established
• Aircraft speed restrictions
• Unless instructed by ATC all aircraft are restricted to 200 knots indicated below
2,500’ AGL within 4 NM of the class D airport
• No separation services provided to VFR aircraft
AirspaceClass E
Generally, if the airspace is not class A, B, C, or D and it is controlled then it is
class E airspace
• Vertical Limits
Except for 18,000’ MSL, the airspace has no defined vertical limit
Extends upward from either the surface or a designated altitude to the
overlying or adjacent controlled airspace
• Federal Airways
Class E airspace areas and unless otherwise specified, extend upward
from 1,200’ to 17,999’ MSL
Colored : Green, Red, Amber and Blue
VOR airways are classified: Domestic, Alaskan and Hawaiian
AirspaceClass E Cont.
• Unless designated at a lower altitude, Class E airspace begins at 14,500 feet
MSL to, but not including, 18,000 feet MSL overlying: the 48 contiguous
States including the waters within 12 miles from the coast
• A surface area designated for an airport designed to contain instrument
approaches
• Transition areas beginning at either 700 or 1200 feet AGL used to/from the
enroute environment
AirspaceClass G
Generally, if the airspace is not class A, B, C, D or E and it is uncontrolled then it is class G airspace
• Airspace used for transition
There are Class E airspace areas beginning at either 700 or 1,200 feet AGL used to transition to/from
the terminal or en route environment.
Areas below this transition airspace is class G airspaceClass G1,200 feet or less above the surface (regardless of MSL altitude).
Day, except as provided in section 91.155(b)
1 statute mile Clear of clouds
Night, except as provided in section 91.155(b)
3 statute miles 500 feet below1,000 feet above2,000 feet horizontal
More than 1,200 feet above the surface but less than 10,000 feet MSL.
Day 1 statute mile 500 feet below1,000 feet above2,000 feet horizontal
Night 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal
More than 1,200 feet above the surface and at or above 10,000 feet MSL.
5 statute miles 1,000 feet below1,000 feet above1 statute mile horizontal
AirspaceBasic VFR Weather Minimums
Airspace Flight Visibility Distance from Clouds
Class A Not Applicable Not Applicable
Class B 3 statute miles Clear of Clouds
Class C 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal
Class D 3 statute miles 500 feet below1,000 feet above2,000 feet horizontal
Class ELess than 10,000 feet MSL 3 statute miles 500 feet below
1,000 feet above2,000 feet horizontal
At or above 10,000 feet MSL
5 statute miles 1,000 feet below1,000 feet above1 statute mile horizontal
Required Navigation Performance
• RNP aircraft is assumed to be navigating using a combination of:
Ground-based NAVAIDS (radio navigation)
GPS
Inertial guidance systems, which give far greater precision than
previously possible.
• RNP allows ATC to reduce the spacing between aircraft without
compromising safety.
Certain blocks of airspace are used with RNP standards
Only aircraft meeting the designated RNP level for that airspace will
be allowed to operate in that area.
“A statement of the navigation performance necessary for operation within a defined airspace”
Required Navigation Performance
The performance required to fly an RNP route is generally specified in
nautical miles
EXAMPLE:
RNP 4 which implies that the total system error will be no greater
than 4 NM for 95% of the time.
The RNP specification requires that if the error exceeds or is likely
to exceed twice the specified value then an alert must be generated
Therefore an alert at 8NM for RNP 4
Using RNP
Separation Standards
Separation will be provided between all aircraft operating on IFR flight plans except
during that part of the flight (outside Class B airspace or a TRSA) being conducted on
a VFR-on-top/VFR conditions clearance.
• Under these conditions ATC may issue traffic advisories
Always the sole responsibility of the pilot to be vigilant in traffic avoidance
When a pilot has been told to follow another aircraft or to provide visual
separation from it, the pilot should promptly notify the controller if visual
contact with the other aircraft is lost or cannot be maintained or if the pilot
cannot accept the responsibility for the separation for any reason.
• A minimum of 3 miles separation is provided between aircraft operating within
40 miles of the radar antenna site
5 miles between aircraft operating beyond 40 miles from the antenna site
Controller and Pilot Responsibilities
Air Traffic Controller
• FIRST PRIORITY
Is the separation of aircraft and to the issuance of radar safety
alerts
• SECOND PRIORITY
Other services that are required but do not involve separation of
aircraft
Issues clearances for the operation to be conducted in
accordance with established criteria
• THIRD PRIORITY
Other services when possible
Controller and Pilot Responsibilities
Pilot
• Directly responsible for, and is the final authority for the safe operation
of the aircraft
• Acknowledge and understand ATC instructions
• Maintain situational awareness
Deviate if clearance puts you in danger
• In an emergency requiring immediate action, pilot may deviate from
any rule
• See and Avoid in VFR conditions
Traffic
Terrain
Obstructions
Controller and Pilot Responsibilities
Why Can’t We Be Friends?
• Many responsibilities overlap to create great redundancy in the system
• Both parties must fulfill their duties to have safe and efficient Air Traffic
Control System
• Pilots and ATC make a very good team, and the safety record is proof of
that
• Pilots are at a greater risk and we should take a very active role in
holding up our end of the bargain
ATC CommunicationsThe most important thought in Pilot / Controller
communications is Understanding
• Radio communications are a critical link in the ATC system
The link can be a strong bond between pilot and controller or it can
be broken with surprising speed and disastrous results
• KEEP IT BASIC
Use standard phraseology
Who you are, Where you are, What you want
Brevity is important
• Stay alert and listen carefully
ATC CommunicationsTradewind Aviation?
• We work in and around a very busy airspace, if possible, no reason to
not to get flight following
• Play Nice! The Goodspeed name is well known in this area
• If you have a hard time following directions and/or give ATC a hard
time, they can and will do the same
• If you ask ATC for VFR flight following and ATC is to busy to help,
monitor the frequency
Air Traffic Flow ControlWhat is it?
• Regulation of Air Traffic in order to avoid exceeding an airport or ATC’s
capacity in handling traffic
• Helps ensure that available capacity is used efficiently
Air Traffic Flow ControlAnd the Reason….
• Every airport has a finite capacity on the amount of traffic in can
handle safely in an hour….
1. Number of runways
2. Taxiway layout
3. Available ATC
4. Current and forecast weather
5. ATC equipment outages
Air Traffic Flow ControlOr what happens?
• When either an Airport’s airspace or ATC becomes saturated with
aircraft….
1. Aircraft are put into holding patterns
2. Aircraft given delay vectors
3. Ground delay programs are implemented
Air Traffic Flow ControlHow it Works….
• When airport/ATC capacity is exceeded, measures are taken to reduce
traffic….
1. IFR flight plans are tracked by a CMFU (Central Flow
Management Unity)
2. CMFU takes measures to reduce traffic, with the goal to
utilize capacity effectively
3. CMFU issue delays called CTOT (Calculated Take Off Time)
or “Slot Time”
4. “Slot Time” is a period of time where your T/O needs to
take place
Air Traffic Flow ControlHow it Works….
5. If you miss your “Slot Time” you get bumped to the
bottom
6. When your time has come you are required to be at the
runway, ready for departure
• Time critical flights carrying human organs are exempt, regular
traffic will be delayed
• The goal is to keep the average delay as low as possible
Air Traffic Flow ControlTradewind Aviation?
• A few things to get the job done safely
1. Leaving New York area airports VFR, picking up IFR over
BID into ACK (better to pick up with PVD then cape)
2. With A/C performance in mind, intersection departures
and/or different runways (RWY 19@B, RWY 6 etc...)
3. Picking up IFR into NY can be a gamble
Flight Delay Information http://fly.faa.gov/flyfaa/usmap.jsp
SWAP (Severe Weather Avoidance Plan)
General Info….
• Formalized program for areas that are susceptible to severe weather
1. Prepared by Air Route Traffic Control Centers (ARTCC) and
Traffic Management Units (TMUs)
2. The programs provide specific details around a weather
event
3. ARTCC and TMU look for better route alternatives
4. Once alternative routes are considered they are sent out
as a SWAP advisory
SWAP (Severe Weather Avoidance Plan)
General Info….
• Formalized program for areas that are susceptible to severe weather
5. When a SWAP is issued for a certain area, ATC must
explore all possibilities for traffic flow and routing
6. Possibilities include Reroutes, Ground Delays, and Ground
Stops
SWAP (Severe Weather Avoidance Plan)
Conclusion
• FAA develops a SWAP that describes their expected impacts to normal
traffic flow
1. Weather
2. Traffic Volume
3. Equipment Outages
Avoiding Severe Weather
SWAP (Severe Weather Avoidance Plan)
Tradewind Aviation?
• Be Patient
• If there are ground delays / gate holds contact clearance to be placed
in the Queue to meet your departure time as close as possible
Washington ADIZStandard Requirements
1. Two-way Radio
2. Mode C Transponder (Working)
3. Flight Plan (IFR/VFR DC ADIZ flight plan)*
4. Discrete transponder code for all operations *
5. VFR speed restrictions (<180 KTS in ADIZ & <230 KTS 30 – 60nm DME from DCA VOR)
6. Communication with ATC for all operations*
*see ADIZ sheet with exceptions
“Worried about ADIZ procedures? File IFR”
Hudson River CorridorNeed to Know Information
1. Must have current New York TAC on board
2. Transient operations 1,000 to 1,300 (Below the Bravo)
3. Taxi/RECOG lights must be on (Beacon and Strobes should already be on)
4. Hudson River CTAF 123.05
5. There are mandatory reporting points for traffic flying the corridor*
*see Hudson Cheat sheet
“Treat it like a street. Look both ways before crossing”
Lower Than Standard T/O Operations
Runway Visual Range (RVR)
The distance over which a pilot of an aircraft on the centerline of
the runway can see the runway surface markings delineating the
runway or identifying its centre line
1800 RVR = ¼ SM
2400 RVR = ½ SM
4000 RVR = ¾ SM
6000 RVR = 1 SM
• When available for a particular runway, RVR shall be used for all takeoff
operations on that runway
Runway Visual Range
Lower Than Standard T/O Operations
Standard T/O minimums per Part 135:
2 Engines or less, 1 SM or RVR 5000
2 engines or more, ½ SM or RVR 2400
• If a T/O minimum is published as GREATER than standard, that minimum is
controlling. Look for Black “T” on NOS charts or look at Airport chart on Jepp
Plates.
• RVR is controlling.
• Through Ops Spec C057 we are authorized to use the lowest CAT I
approach minimum for that airport to establish our T/O Minimums.
• Jet Crews are authorized even lower T/O minima in Ops Spec C079.
Standard Take-Off Minimums
EXAMPLE
METAR KACK 241453Z 05012KT 1/2SM VV100 02/02 A2989 RMK AO2 SLP201 RVR RWY 6 2000 T00220024
So can you go?Yes!!
But… We need…
Lower Than Standard T/O Operations
• Do not depart under IFR from an airport where weather conditions are
at or above takeoff minimums but are below authorized IFR landing
minimums for the runway you are departing from unless there is an
alternate airport within 1 hour’s flying time (at normal cruising speed, in
still air) of the airport of departure
• You may use standard alternate minimums in selecting your departure
alternate
Take-Off Alternate
Landing Minimums a. The certificate holder shall
not use any instrument flight rule (IFR) Category I (CAT) landing minimum lower than that prescribed by the applicable published instrument approach procedure. The IFR landing minima prescribed in this paragraph are the lowest CAT I minima authorized for use at any airport.
b. CAT I Precision Approach Procedures. The certificate holder shall not use an IFR landing minimum for CAT I precision approach procedures lower than specified in Table 1.
c. Reduced Landing Minima. The certificate holder is authorized precision CAT I landing minima as installed but inoperative TDZ lights and/or CL accordance with the following requirements:
low as 1800 RVR to approved runways without TDZ lights and/or CL lights, including runway
Lower Than Standard T/O Operations
First we will need…
1. The ceiling will be at least 1,500’ above the lowest circling
approach MDA or
2. If a circling approach is not authorized for the airport, the
ceiling will be at least 1,500’ above the lowest publish minimum
or 2,000’ AGL, whichever is higher and
3. Visibility for that airport is forecast to be at least 3 miles or 2
miles more than the lower applicable visibility minimums,
whichever is greater, for the approach procedure to be used at
the destination airport
Alternates
Remember, you must consider the forecast winds and other conditions at the airport. If
the above conditions are not met, an alternate airport will need to be identified
Lower Than Standard T/O Operations
Second…
We do we need to designate an airport as an alternate?
Alternates Cont.
AN RCO CREATION