Clear an arriving aircraft to a clearance limit by specifying
the following:
a. Name of fix or airport.
b. Route of flight including a STAR/FMSP and STAR/FMSP Transition,
if appropriate. Assign a STAR and STAR Transition to any civil aircraft
in lieu of other routes; e.g., airways or Preferential Arrival Routes when
the routings are the same. Assign a FMSP or FMSP Transition to any appropriately
equipped aircraft. The clearance shall include the name, the current number,
and the transition, if necessary, of the STAR or FMSP to be flown. Assign
a STAR or FMSP to military aircraft only when a STAR or FMSP is filed or
requested by the pilot.
PHRASEOLOGY -
(STAR/FMSP name and number) ARRIVAL.
(STAR/FMSP name and number) ARRIVAL, (transition name) TRANSITION.
EXAMPLE -
"Rosewood One Arrival."
"Rosewood One Arrival, Delta Transition."
NOTE -
If a civil pilot does not wish to use a STAR or FMSP issued in an ATC
clearance or any other STAR or FMSP published for that location, he is
expected to advise ATC.
c. Altitude instructions, as follows:
1. Assigned altitude if needed; or
2. Instructions to vertically navigate on the STAR/FMSP or STAR/FMSP
transition.
EXAMPLE -
"Bayview Three RNAV Arrival, Helen Transition, maintain flight level
three three zero."
"Descend via the Civit One Arrival"
"Cross JCT at flight level two four zero."
"Descend via the Coast Two Arrival."
"CIVET One Arrival, Descend and Maintain Flight Level Two Four Zero."
REFERENCE -
FAAO 7110.65, Altitude Information, paragraph 4-5-7
AIM, STARs/FMSPs, paragraph 5-4-1.
d. Issue holding instructions, EFC, and additional delay information
as required.
e. Instructions regarding further communications as appropriate.
REFERENCE -
FAAO 7110.65, Radio Communications Transfer, paragraph 2-1-17.
4-7-2 Advance Descent Clearance
EN ROUTE
Take the following action when exercising control of aircraft
landing at an airport located in an adjacent center's control area near
the common boundary:
a. Coordinate with the receiving facility for a lower altitude
and issue a clearance to the aircraft as appropriate.
b. Initiate this action at a distance sufficient from destination
to allow for normal descent and speed reduction.
4-7-3 Single Frequency Approaches (SFA)
TERMINAL
Where SFA procedures for military single piloted turbojet aircraft
on an IFR flight plan are contained in a letter of agreement, do not require
a radio frequency change after the aircraft begins approach or after initial
contact during an en route descent until a landing or low approach has
been completed except under the following conditions:
REFERENCE -
FAAO 7610.4, Single Frequency Approach, paragraph 9-36.
P/CG Term - Single Piloted Aircraft.
a. During daylight hours while the aircraft is in VFR conditions.
b. On pilot request.
c. When pilot cancels IFR flight plan.
d. In an emergency situation.
e. When aircraft is cleared for visual approach.
4-7-4 Radio Frequency and Radar Beacon Changes for Military Aircraft
When military single piloted turbojet aircraft will conduct an approach wholly or partly in IFR conditions or at night, take the following action:
NOTE -
It is known that the mental distraction and the inadvertent movement
of aircraft controls resulting from the pilot's turning, reaching, or leaning
to change frequencies can induce spatial disorientation (vertigo).
a. Avoid radio frequency and radar beacon changes to the maximum
extent that communications capabilities and traffic will permit. However,
when changes are required:
1. Give instructions early enough to allow the change before
the aircraft reaches the approach fix or handoff point.
2. Keep frequency / radar beacon changes to a minimum below
2,500 feet above the surface.
3. Avoid requiring frequency / radar beacon changes during the
time the aircraft is making a turn.
b. When traffic volume requires, a frequency other than the one
used by aircraft making approaches may be assigned for use in transferring
control to the approach control facility.
TERMINAL
c. If practicable, use a frequency common to both the GCA unit and approach
control to minimize frequency changes.
d. When a GCA unit is not able to communicate on a common frequency,
a change to a GCA frequency may be authorized.
e. When a nonradar approach will be made, aircraft may be instructed
to change to tower frequency when:
1. The reported ceiling is at or above 1,500 feet and visibility
is 5 statute miles or more.
2. The aircraft reports able to proceed by visual reference
to the surface.
3. The aircraft request and is cleared for a contact approach.
4. The aircraft is cleared for a visual approach.
f. Avoid making frequency / radar beacon changes after an aircraft
begins a high altitude approach.
g. In the event of a missed approach, do not require a frequency
/ radar beacon change before the aircraft reaches the missed approach altitude,
the MEA, or the MVA.
REFERENCE -
FAAO 7110.65, Function Code Assignments, paragraph 5-2-6.
4-7-5 Military Turbojet En route Descent
Provide military turbojet aircraft the same arrival procedures that are provided for nonmilitary turbojet aircraft except:
NOTE -
It is the responsibility of the pilot to request a high altitude approach
if he does not want normal arrival handling.
a. An en route descent may be used in a nonradar environment;
however, radar capability should exist which will permit the aircraft to
be vectored to the final approach course of a published high altitude instrument
approach procedure or PAR/ASR approach. Do not use this procedure if other
than normal vectoring delays are anticipated.
b. Prior to issuance of a descent clearance below the highest
initial approach fix altitude established for any high altitude instrument
approach procedure for the destination airport inform the aircraft:
1. Type of approach to expect.
EXAMPLE -
"Expect VOR approach to Runway Three Two."
2. Radar vectors will be provided to the final approach course.
EXAMPLE -
"Expect surveillance/precision approach to Runway One Seven; radar
vectors to final approach course."
3. Current weather whenever the ceiling is below 1,000 feet.
(USAF: 1,500 feet) or the highest circling minimum whichever is greater,
or when the visibility is less than 3 miles.
EXAMPLE -
"Expect ILS/MLS approach to Runway Eight; radar vectors to localizer/azimuth
course. Weather (reported weather)."
c. If ATIS is provided and the pilot advises he has received
the current ATIS broadcast before the descent clearance in subparagraph
b is issued, omit those items in subparagraph b that are contained in the
broadcast.
d. To avoid requiring an aircraft to fly at low altitudes for
an excessive distance, descent clearance should be issued at a point determined
by adding 10 to the first two digits of the flight level.
EXAMPLE -
For FL 370, 37 + 10 = 47 miles.
NOTE -
Turbojet en route descents are based on a rate of descent of 4,000
to 6,000 feet per minute.
e. Do not terminate the en route descent of an aircraft without
the consent of the pilot except as required by radar outage or an emergency
situation.
REFERENCE -
FAAO 7110.65, Altitude Assignment for Military High Altitude Instrument
Approaches, paragraph 4-8-4.
{New-98-8 Redesignated August 13, 1998. Was 4-7-7.}
EN ROUTE
a. Forward the following information to nonapproach control towers
soon enough to permit adjustment of the traffic flow or to FSSs soon enough
to provide Local Airport Advisory where applicable:
1. Aircraft identification.
2. Type of aircraft.
3. ETA.
4. Type of instrument approach procedure the aircraft will execute;
or
5. For SVFR, the direction from which the aircraft will enter
Class B, Class C, Class D, or Class E surface area and any altitude restrictions
that were issued; or
6. For aircraft executing a contact approach the position of
the aircraft.
NOTE -
Specific time requirements are usually stated in a letter of agreement.
b. Forward the following information to approach control facilities
before transfer of control jurisdiction:
NOTE -
Transfer points are usually specified in a letter of agreement.
1. Aircraft identification.
2. Type of aircraft and appropriate aircraft equipment suffix.
3. ETA or actual time, and proposed or actual altitude over
clearance limit. The ETA need not be given if the arrival information is
being forwarded during a radar handoff.
4. Clearance limit (when other than the destination airport)
and EFC issued to the aircraft. Clearance limit may be omitted when provided
for in a letter of agreement.
5. Time, fix, or altitude when control responsibility is transferred
to the approach control facility. This information may be omitted when
provided for in a letter of agreement.
PHRASEOLOGY -
(Identification), (type of aircraft), ESTIMATED/OVER (clearance
limit), (time), (altitude), EFC (time).
If required,
YOUR CONTROL,
or
YOUR CONTROL AT (time, fix or altitude).
{New-98-8 Redesignated August 13, 1998. Was 4-7-8.}
EN ROUTE
When an available official weather report indicates weather conditions
are below a 1,000-foot (USAF: 1,500-foot) ceiling or below the highest
circling minimum, whichever is higher, or less than three-miles visibility
for the airport concerned, transmit the weather report and changes classified
as special weather observations to an arriving aircraft prior to or as
part of the approach clearance when:
a. It is transmitted directly to the pilot via center controller-to-pilot
communications.
b. It is relayed through a communications station other than
an air carrier company radio or through a nonapproach control facility.
You may do this by telling the station or nonapproach control facility
to issue current weather.
4-7-8 Below Minima Report by Pilot
{New-98-8 Redesignated August 13, 1998. Was 4-7-9.}
If an arriving aircraft reports weather conditions are below his landing minima:
NOTE -
Determination that existing weather/visibility is adequate for approach/landing
is the responsibility of the pilot/aircraft operator.
a. Issue appropriate instructions to the aircraft to hold or
proceed to another airport.
b. Adjust, as necessary, the position in the landing sequence
of any other aircraft desiring to make approaches and issue approach clearances
accordingly.
4-7-9 Transfer of Jurisdiction
{New-98-8 Redesignated August 13, 1998. Was 4-7-10.}
Transfer radio communications and control responsibility early enough to allow the receiving facility to clear an aircraft beyond the clearance limit before the aircraft reaches it.
{New-98-8 Redesignated August 13, 1998. Was 4-7-11.}
{New-98-3 Revised February 26, 1998}
a. Both en route and terminal approach control sectors shall provide current approach information to aircraft destined to airports for which they provide approach control services. This information shall be provided on initial contact or as soon as possible thereafter. Approach information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code or items 3-5 below may be omitted for pilots destined to uncontrolled airports when they advise receipt of the automated weather; otherwise, issue approach information by including the following:
1. Approach clearance or type approach to be expected if two
or more approaches are published and the clearance limit does not indicate
which will be used.
2. Runway if different from that to which the instrument approach
is made.
3. Surface wind.
{New-98-3 Revised February 26, 1998}
4. Ceiling and visibility if the reported ceiling at the airport
of intended landing is below 1,000 feet or below the highest circling minimum,
whichever is greater, or the visibility is less than 3 miles.
5. Altimeter setting for the airport of intended landing.
REFERENCE -
FAAO 7110.65, Chapter 2, Section 7, Altimeter Settings.
{New-98-3 Revised February 26, 1998}
b. Upon pilot request, controllers shall inform pilots of the
frequency where automated weather data may be obtained and, if appropriate,
that airport weather is not available.
PHRASEOLOGY -
(Airport) AWOS/ASOS WEATHER AVAILABLE ON (frequency).
{New-98-3 Added February 26, 1998}
1. ASOS/AWOS shall be set to provide one minute weather at uncontrolled
airports that are without ground-to-air weather broadcast capability by
a CWO, NWS or FSS observer.
2. Controllers will consider the long-line disseminated weather
from an automated weather system at an uncontrolled airport as trend information
only and shall rely on the pilot for the current weather information for
that airport.
3. Controllers shall issue the last long-line disseminated weather
to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast.
{New-98-3 Revised February 26, 1998}
NOTE -
Aircraft destined to uncontrolled airports, which have automated
weather data with broadcast capability, should
monitor the ASOS/AWOS frequency to ascertain the current weather
at the airport. The pilot should advise the
controller when he/she has received the broadcast weather and
state his/her intentions.
c. Issue any known changes classified as special weather observations
as soon as possible. Special weather observations need not be issued after
they are included in the ATIS broadcast and the pilot states the appropriate
ATIS code.
d. Advise pilots when the ILS/MLS on the runway in use is not
operational if that ILS/MLS is on the same frequency as an operational
ILS/MLS serving another runway.
EXAMPLE -
"Expect Visual Approach Runway Two Five Right, Runway Two Five Right
I-L-S not operational."
REFERENCE -
FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL, paragraph
2-7-2.
FAAO 7110.65, Approach Information, paragraph 5-10-2.
{New-98-3 Revised February 26, 1998}
CFR Part 91.129, Operations in Class D Airspace, subparagraph (d)(2).
4-7-11 Arrival Information by Approach Control Facilities
{New-98-8 Redesignated August 13, 1998. Was 4-7-12.}
TERMINAL
a. Forward the following information to nonapproach control towers
soon enough to permit adjustment of the traffic flow or to FSSs soon enough
to provide Local Airport Advisory where applicable:
1. Aircraft identification.
2. Type of aircraft.
3. ETA.
4. Type of instrument approach procedure the aircraft will execute;
or
5. For SVFR, the direction from which the aircraft will enter
Class B, Class C, Class D, or Class E surface area and any altitude restrictions
that were issued; or
6. For aircraft executing a contact approach the position of
the aircraft.
NOTE -
Specific time requirements are usually stated in a letter of agreement.
b. Forward the following information to the tower when the tower
and TRACON are part of the same facility:
1. Aircraft identification.
2. Type aircraft if required for separation purposes.
3. Type of instrument approach procedure and/or runway if differing
from that in use.
NOTE -
The local controller has the responsibility to determine whether or
not conditions are adequate for the use of ARTS data on the BRITE/DBRITE
where a facility directive authorizes its use for the transfer of arrival
data.
{New-98-3 Revised February 26, 1998}
REFERENCE -
FAAO 7210.3, Use of ARTS Modify and Quick Look Functions, paragraph
11-2-4.
c. Where the collocated or satellite tower has ARTS data displayed
on its BRITE/DBRITE, the ARTS modify or quick look functions may be used
to forward arrival data provided that a facility directive at the collocated
tower or a letter of agreement with the satellite tower exists which outlines
procedures for using ARTS for transferring this data.
d. Forward the following information to centers:
1. Where two or more instrument approach procedures are published
for the airport, the particular procedure which an aircraft can expect
or that it will be vectored toward the airport for a visual approach.
2. Highest altitude being used by the approach control facility
at the holding fix.
3. Average time interval between successive approaches.
4. Arrival time of aircraft over the holding fix or, if control
has been transferred to you before an aircraft has reached the fix, a statement
or other indication acknowledging receipt of control responsibility.
5. Revised EFC if different by 10 minutes or more from that
issued by the center.
6. Missed approaches if they affect center operations.
7. Information relating to an unreported or overdue aircraft.
{New-98-8 Redesignated August 13, 1998. Was 4-7-13.}
a. EN ROUTE: Before issuing an approach clearance or en route
descent, and subsequently as changes occur, inform an aircraft of any abnormal
operation of approach and landing aids and of destination airport conditions
that you know of which might restrict an approach or landing.
b. TERMINAL: On first contact or as soon as possible thereafter,
and subsequently as changes occur, inform an aircraft of any abnormal operation
of approach and landing aids and of destination airport conditions that
you know of which might restrict an approach or landing. This information
may be omitted if it is contained in the ATIS broadcast and the pilot states
the appropriate ATIS code.
REFERENCE -
FAAO 7110.65, Chapter 3. Airport Traffic Control - Terminal, Section
3. Airport Conditions.
c. TERMINAL: Where RCRs are provided, transmit this information
to USAF and ANG aircraft in accordance with one of the following. Issue
the RCR to other aircraft upon pilot request.
1. Before or when an approach clearance is issued.
2. Before an en route descent clearance is issued.
3. Prior to departure.
4. As soon as possible after receipt of any subsequent changes
in previously issued RCR information.
NOTE -
1 - USAF has established RCR procedures for determining the average
deceleration readings of runways under conditions of water, slush, ice,
or snow. The use of RCR code is dependent upon the pilot having a "stopping
capability chart" specifically applicable to his aircraft.
2 - USAF offices furnish RCR information at airports serving USAF and
ANG aircraft.
REFERENCE -
FAAO 7110.65, Landing Area Conditions, paragraph 3-3-1.
4-7-13 Switching ILS/MLS Runways
{New-98-8 Redesignated August 13, 1998. Was 4-7-14.}
TERMINAL
When a change is made from one ILS to another or from one MLS
to another at airports equipped with multiple systems which are not used
simultaneously, coordinate with the facilities which use the fixes formed
by reference to these