ATC and IFR Procedures An RCO Creation. Whats this all about? 1.Definitions 2.Airspace 3.Navigation...

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>


•NONPRECISION APPROACH PROCEDURE

A standard instrument approach procedure

in which no electronic glideslope is

provided <VOR, TACAN, NDB, LOC, ASR, LDA

and SDF>


•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


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


• 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


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


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

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


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


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

http://www.youtube.com/watch?v=JdrSBzy8NwQ&feature=related


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


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…


• 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


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


Second…

We do we need to designate an airport as an alternate?

Alternates Cont.

AN RCO CREATION

ATC and IFR Procedures An RCO Creation. Whats this all about? 1.Definitions 2.Airspace 3.Navigation...

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Transcript of ATC and IFR Procedures An RCO Creation. Whats this all about? 1.Definitions 2.Airspace 3.Navigation...