This VATCAN Terminal Study Guide builds on information presented in the VATCAN Basic, Ground, Tower and Centre Study Guides. This Guide is to be used only on the VATSIM network.

Terminal procedures encompass both Arrival/Approach and Departure Control and are the most complex of air traffic control disciplines. Ground and Tower ATC positions establish an orderly sequence of arrivals and departures while Terminal procedures deal with control and separation of IFR aircraft from each other and the terrain. Terminal controllers specify the initial and final vectors at which the aircraft will fly -- from the departure runway into the enroute system or down to a safe, orderly and efficient approach. Consistent application of correct terminal procedures provides a foundation for controllers who aspire to working a Centre position.

(Back to Top)

SECTION 1 – AIRSPACE AND OPERATING POSITIONS

Real-world, all the airspace belongs to the FIR. FIR delegates airspace around major aerodromes to Terminal Control.

Terminal Control is a collective category of several air traffic radar service facilities responsible for controlling both IFR and VFR traffic in Class B and C Airspace in the vicinity of a large or active aerodrome. Terminal Control encompasses all Approach, Arrival and Departure functions.

When one controller is providing both APP and Departure (DEP) service, that position may be designated as Terminal at the discretion of the FIR Chief.

Depending upon airspace and traffic, configuration of actual controlling positions can become complex. Terminal Control normally delegates portions of aerodrome airspace control and operations downward to Tower, Ground, Clearance Delivery, etc.

Lateral and vertical limits of Arrival/Approach or Departure Control airspace are individually tailored and Pro Controller/ASRC sector files typically do not depict Arrival/Approach Controls boundaries.

Some Arrival/Approach Control areas are large and serve several aerodromes; others are relatively small and cover a primary aerodrome and perhaps one or two secondary aerodromes. Additional airspace needed to control operations at secondary aerodromes are configured as agreed between Arrival/Approach/Departure and the FIR. Flights in/out of aerodromes not within Arrival/Approach or Departure airspace may receive limited arrival/approach/departure services.

Arrival/Approach Control is the primary operating position within a Terminal Control area and may also perform departure control functions. On the other hand, if traffic volume warrants, Departure Control may be activated to complement Arrival/Approach.

In rare situations a primary control sector’s name may be “Departure” if a secondary aerodrome is completely within that controller’s airspace and that controller may also perform the arrival/approach control function.

If operations are particularly complex, Arrival/Approach and/or Departure functions may be split into tailored sub-sectors having special function names such as: High Arrival/Approach, Pattern East, West Feeder, Hooterville Arrival, Pixley Departure, etc.

Regardless of the sector name, each active Terminal Controller is solely responsible for aircraft operations in his/her designated area.

Having one controller responsible for a specified block of airspace is a foundation of the air traffic control system. The controller must know the location of all aircraft under his/her control and continuously plan/direct the movements of all controlled aircraft. The controller does not have to be concerned with potential conflicts created by another controller performing a complementary function working aircraft in neighboring airspace.

If airspace is controlled in overlaid or adjacent sectors, controllers must coordinate to ensure clear understanding and proper control. Each controller must retain control over all of his/her aircraft within his/her own sector until he/she has completed coordination, eliminated any possibility of conflict, and obtained approval from the adjacent controller to allow aircraft to enter the other controller’s airspace.

(Back to Top)

SECTION 2 – VATSIM and RADAR PROCEDURES

There are two main methods to control IFR traffic: Radar and Non-Radar.

Radar is used to accurately determine each aircraft’s position in order to separate and sequence traffic.

Non-radar uses time and distance to create blocks of protected airspace for each aircraft along its route.

Real-world, both methods are used together according to the situation and equipment limitations because radar coverage cannot be guaranteed at 100%.

In contrast, ProController and ASRC are 100% radar environments. An aircraft cannot be connected to VATSIM and not show up on radar; therefore non-radar procedures will not be covered in this Guide.

(Back to Top)

SECTION 3 – COORDINATION

Routine activities coordinated with Tower (TWR) include contacts from departing aircraft and arrival handoffs. Terminal Controllers using ASRC should endeavor to insert notations regarding communication-ability flags on flight datatags and temporarily assigned altitudes, arrival runway (and, if pertinent) arrival type into flight plans.

Activities normally coordinated by ARR/APP/DEP with Centre/FIR are routings for arrivals and departures, altitude restrictions, and handoff points and altitudes -- although FIR Standard Operating Procedures typically eliminate a need to coordinate these details for each flight.

Centre/FIR Controllers, if online, should provide the current landing aerodrome altimeter setting to each inbound flight, query the pilot to determine a preferred arrival runway and approach type, then pass that information on to the Arrival/Approach Controller. If a Centre/FIR Controller is not online, the Arrival/Approach Controller should affect this same communication with an arriving flight and pass relevant information on to the Tower Controller.

HANDOFF - transfer from and acceptance of responsibility for control of an aircraft from one controller to another. Handoff includes specifically instructing the pilot to change to the next controller’s frequency.

POINTOUT - a request from one controller to enter the airspace of another controller without transferring control or communications.

A pointout is similar to a non-automated handoff in that you state the word “POINTOUT” the aircraft’s position, callsign, and your request, e.g. “POINTOUT 35 NORTHEAST OF CYYZ JZA1535 REQUEST EXTENDED DOWNWIND.”

“POINTOUT APPROVED” which means you may allow the aircraft to enter the other controller’s airspace as requested and you retain control of the aircraft. However, the other controller may also issue restrictions which you must obey.

“RADAR IDENTIFIED” which means in order to allow the aircraft to enter his/her airspace you must handoff the aircraft to the other controller.

“UNABLE” which means you may not allow the aircraft to enter the other controller’s airspace.

Three other terms associated with pointouts:

“TRAFFIC” along with an aircraft’s position used by the controller approving a pointout means “Separate your pointout aircraft from this aircraft of mine while you’re in my airspace.”

“TRAFFIC OBSERVED” Used by the controller requesting the pointout means “I see your aircraft and will separate my pointout aircraft from it.”

“YOUR CONTROL” when used by the controller approving the pointout means “Anything you want to do with that aircraft in my airspace is approved.”

(Back to Top)

SECTION 4 – RADAR IDENTIFICATION AND SERVICE

Real-world, air traffic control consists of a mix of radar, non-radar, and visual procedures. On VATCAN, you must inform the pilot when the aircraft is “radar identified” and (under some circumstances) when it isn’t. On VATSIM, the aircraft always sends out some form of radar target. For the sake of our discussion, if the radar target is transmitting the correct type of information it sends out a Present Position Symbol or PPS. So the first step in radar-identification is getting the PPS turned on.

PPSs (which show up on the scope as datatags) are transmitted by VATSIM (and real-world) aircraft through an aircraft instrument called a transponder. All VATSIM aircraft are equipped with a transponder. Instructions may need to be provided to pilots to ensure that the transponder is set up and operating correctly to display a flight’s PPS.

Basic ATC Transponder Operation Instructions given to Pilots:

To tell a pilot to turn the aircraft transponder off (normally used only when the aircraft is on the ground, taxiing amongst other aircraft) use the phrase “SQUAWK STANDBY.”

To tell a pilot to turn the aircraft transponder on, use the phrase “SQUAWK NORMAL” or “SQUAWK MODE C.” Use this one if you have cleared the flight for departure (or it is already airborne) and you don’t see the PPS.

If an aircraft is sending the wrong code, tell the pilot to “RESET TRANSPONDER, SQUAWK nnnn” – where nnnn is the correct transponder code.

To have the transponder send a unique IDENTIFICATION pattern, tell the pilot to “SQUAWK IDENT.”

In a Nutshell: If the aircraft transponder is squawking Mode C and the pilot has correctly entered the transponder code assigned by ATC, then the PPS will likely display correctly on the scope. A correctly displayed PPS may be used to Radar-Identify a flight.

Using Pro Controller, if all you see is a partial data block (code and altitude) the aircraft must resend its flight plan.

Using ASRC datablocks are always correctly displayed for the current flight type and status; however the aircraft transponder may not be set up correctly – as noted above – in which case ATC must instruct the pilot to enable the transponder correctly.

(Back to Top)

Approved Methods of Radar Identification

You may consider an aircraft Radar-Identified if the PPS is properly displayed and one of the following condition-sets is met:

a) The aircraft is observed on radar to be in a position, within one mile of the end of the runway used for takeoff, that is consistent with the time of takeoff and the route of flight or assigned heading of a departing aircraft.

b) The aircraft is observed on radar to be over a fix, which is indicated on the radar display, that is consistent with a position report received directly from the aircraft, provided the track is observed to be consistent with the route of flight or reported heading of the aircraft

c) The aircraft is observed on radar to be in a position, relative to OMNI and DME NAVAIDs which are indicated on the radar display, that is consistent with a position report received directly from the aircraft in the form of a DME fix, provided that the track is observed to be consistent with the route of flight or reported heading of the aircraft.

d) The aircraft is observed on radar to have carried out a specified identifying turn of at least 30 degrees, provided:

1) except in the case of a lost aircraft, a position report received directly from the aircraft indicates that the aircraft is within radar coverage of the area being displayed;

2) only one aircraft is observed to have carried out the specified turn; and

3) the track is observed to be consistent with the heading or track of the aircraft both before and after completion of the turn.

e) The appropriate change in the PPS is observed after the aircraft is instructed to operate the “IDENT” feature of its transponder.

f) The appropriate change in the PPS is observed after the aircraft is instructed to change from one code to another.

g) The position of the PPS on the tower display is consistent with the position of the aircraft observed visually by the aerodrome controller.

h) Identification was transferred by a hand-off.

The two most common times you will “Radar identify” a flight are on initial contact after departure and on initial contact with a pop-up arrival. A pop-up is a flight that suddenly appears mid-scope with no prior notice. This frequently happens when pilots reconnect to VATSIM (for a variety of reasons) in mid-flight and should not be a cause for concern -- or criticism of the pilot.

Once routine contact is established with a pop-up flight, merely proceed to verify that the flight’s transponder is operating correctly, then inform the pop-up arrival of its position when you are able to radar-identify the flight: “CDA 516, RADAR IDENTIFIED 35 MILES EAST OF YSO, FL 350.”

When an aircraft is leaving your airspace and there are no adjacent ATC facilities to handoff to, or when you will no longer provide ATC service, use the phrase “LEAVING MY AIRSPACE, RADAR SERVICE TERMINATED, CLEARED ENROUTE FREQUENCIES.”

On initial contact with Arrival/Approach or DEP ask the pilot verify the aircraft’s passing or level altitude readout. An altitude is valid if it is less than 300 feet off the pilot reported altitude.

If the altitude readout and pilot report don’t match tell the pilot to check his/her altimeter setting, e.g. “VERIFY ALTIMETER SETTING AND ALTITUDE. EDMONTON ALTIMETER 2987.”

(Back to Top)

SECTION 5 – SAFETY ALERTS AND TRAFFIC ADVISORIES

Safety Alerts are first priority. They are as important as separating aircraft. If you see an unsafe situation developing you must issue a safety alert. Once you have done so, it is up to the pilot to decide what to do. When he/she tells you he/she is taking action, you may stop issuing the alert.

Issue a safety alert anytime you see an aircraft in unsafe proximity to terrain or other aircraft.

“LOW ALTITUDE ALERT, CHECK YOUR ALTITUDE IMMEDIATELY. MINIMUM SAFE ALTITUDE IN YOUR AREA IS 3,000. xxxx ALTIMETER IS nn.nn.”

“TRAFFIC ALERT, ADVISE YOU TURN LEFT/RIGHT/CLIMB/DESCEND IMMEDIATELY.”

Traffic advisories can serve as a useful tool to organize your traffic flow and help the pilots help you. These were briefly covered in the Tower Study Guide but are just as important to Arrival/Approach Control so a review is in order.

Issue traffic advisories to all IFR and VFR aircraft unless the aircraft is in Class A airspace or the pilot tells you he/she doesn’t want them.

Issue traffic advisories any time it looks like the separation may decrease below the minimum required. This does not mean you may substitute traffic advisories for positive separation. If no separation is required (e.g. two VFR aircraft in class D or E airspace) issue traffic only when you deem necessary.

A Radar Traffic Advisory consists of:

Direction in terms of the 12-hour clock or cardinal compass points (N, S, E, W, etc.)

Distance in miles.

Direction of movement (north, south, crossing, converging, etc.).

Type aircraft and altitude, if known.

Examples:

“TRAFFIC, 12 O'CLOCK, 15 MILES, OPPOSITE DIRECTION, ALTITUDE UNKNOWN.”

“TRAFFIC, 10 O'CLOCK, 12 MILES, CROSSING LEFT TO RIGHT, 1,000 BELOW YOU.”

“TRAFFIC, NORTHEAST OF YOU, 10 MILES, SOUTHBOUND, DC-8, 17,000.”

If the pilot requests and your workload permits, provide vectors away from conflicting traffic. If you are unable, inform the pilot.

You may also use non-radar traffic advisories if more appropriate. These consist if:

Distance and direction from a fix.

Direction the traffic is moving.

Type aircraft and altitude, if known.

ETA over the fix, if appropriate.

Examples:

“TRAFFIC, 10 MILES EAST OF PDQ, SOUTHBOUND, MD-80, DESCENDING TO 16,000.”

“TRAFFIC, 10 MILES WEST OF BVD, NORTHBOUND, ALTITUDE UNKNOWN.”

“TRAFFIC, 8 WEST OF ALF, WESTBOUND, 747 AT 8,000, ESTIMATING BUM 2035.”

“TRAFFIC, NUMEROUS AIRCRAFT, VICINITY OF CYYC AERODROME.”

(Back to Top)

SECTION 6 - VERTICAL SEPARATION AND ALTITUDE ASSIGNMENT

Minimum vertical separation used by Arrival/Approach Control is 1,000 feet. Other standards are used at higher altitudes and are covered in the Centre Study Guide.

The NEODD-SWEVEN Rule (see the VATCAN Basic Study Guide) is used in assigning final enroute altitudes in IFR clearances.

Reduced Vertical Separation Minima (see www.eur-rvsm.com) implements revised standards for flights operating between FL290 and FL410. Aircraft flying under RVSM need only 1000 ft. vertical separation; thus RVSM doubles airspace capacity between FL290 and FL410. Above FL410, vertical separation remains 2,000 ft.

RVSM has been implemented over Europe, the Atlantic Ocean and north of 57^o lattitude in Canada. RVSM Transition airspace within the Canadian Domestic Airspace (CDA) currently includes the Moncton FIR, Gander Domestic FIR, Vancouver FIR, and all airspace between 52^o North and 57^o North lattitudes.

Implementation of RVSM within southern portions of the CDA is scheduled during late 2004, concurrent with the American implementation of RVSM.

Altitudes assigned to arrivals and departures by Arrival/Approach Control are based on traffic and terrain. Many SIDs and STARs specify minimum altitudes. Airways also have Minimum Enroute Altitudes and Minimum Obstruction Clearance Altitudes. Any altitude assigned must be at or above the Minimum Vectoring Altitude.

The Minimum Vectoring Altitude is an altitude which is 1000 feet above the highest terrain or obstacle in a given area; however, MVAs are not readily displayed in Pro Controller or ASRC. Use real-world charts, arrival/approach plates and aerodrome diagrams – available for download from the VATCAN web site – to determine relevant MVAs.

(Back to Top)

SECTION 7 – RADAR SEPARATION

Minimum radar separation between non-heavy aircraft of the same weight class is 3 NM in DEP/APP/Terminal areas below 5,000 ASL.

Note: When discussing wake turbulence, Boeing 757 Aircraft are treated as heavy when the 757 is the preceding (leading) aircraft. When the 757 is the following aircraft it is treated as a medium aircraft.

When Heavy or dissimilar weight classes are involved:

Heavy behind Heavy - 4 NM.

Medium behind a Heavy - 5 NM.

Light behind a Heavy - 6 NM.

Light behind a Medium – 4 NM.

Besides separating aircraft under your control, you must also separate aircraft from the boundary of adjacent airspace when that boundary is:

less than 40 NM from the center of the Pro Controller or ASRC display – 1.5 NM,

40 NM or more from the center of the Pro Controller or ASRC display – 2.5 NM

Since each controller must apply the separation, this ensures aircraft are always separated by the required minimum: half on each side of the boundary.

(Back to Top)

SECTION 8 – FORMATION FLIGHTS

Control formation flights as a single aircraft. All instructions should be issued to the flight leader.

When separating a formation from other aircraft, add 1 NM to the appropriate radar separation. If separating one formation from another formation, add a total of 2 NM. Responsibility for separation within the flight rests with the leader.

When aircraft are flying in formation all aircraft but the leader should squawk standby. This will eliminate any data block overlap. To keep Pro Controller and ASRC’s conflict alert function from going off, you must go to the “Options” menu and set “Horizontal Separation” and “Vertical Separation” to zero (0) or set “Ignore Conflicts Below” to an altitude above that of the flight.

If flight split-up is requested, issue instructions as necessary to establish standard separation between the aircraft. These instructions are advisory only and separation responsibility remains with the pilots until standard separation is established.

(Back to Top)

SECTION 9 – SPECIAL AND CONTROLLED VFR FLIGHT

SPECIAL VFR FLIGHT (SVFR) may be conducted a control zone provided:

a) the aircraft has requested SVFR;

b) you determine that the weather is at or above SVFR minima

c) a ceiling of at least 1,000 feet and a ground visibility of at least 3 miles are required for VFR operations in the control zone.

d) you obtain approval from the appropriate IFR Unit;

e) you make an adequate arrangement for recall;

f) you keep SVFR aircraft clear of the flight paths of IFR aircraft; and

g) you restrict the number of aircraft to that which you can control safely and efficiently.

The number of aircraft you authorize during SVFR conditions may vary, depending on factors such as the time required for recall if approval for SVFR is withdrawn by the IFR unit, and the stability of weather conditions.

Instruct: “SPECIAL VFR IS APPROVED IN THE (name) CONTROL ZONE, (cut-off time if required), (additional control instructions as necessary).”

You may authorize more than one SVFR aircraft in a circuit provided:

the aircraft will remain in sight of the tower at all times; and

you restrict the number of aircraft to that which you can control safely and efficiently.

At aerodromes where specific local procedures have been approved for special VFR helicopter operations, you may authorize flights in accordance with the Agreement.

CONTROLLED VFR FLIGHT is conducted under the visual flight rules within Class B Airspace and in accordance with an air traffic control clearance.

(Back to Top)

SECTION 10 – CLASS B AND CLASS C AIRSPACE AND VFR SERVICE THEREIN

Class B and C Airspace is defined around busier aerodromes.

VFR aircraft in Class B and C Airspace are handled the same as IFR arrivals and departures. Any altitudes you assign must be at or above the MVA. VFR pilots are required to remain in VFR conditions at all times so he/she may refuse your headings or altitudes.

In Class B Airspace VFR aircraft require a entry clearance, e.g. “CLEARED TO ENTER/OUT OF/THROUGH BRAVO AIRSPACE.”

You must also tell the pilot when the aircraft is leaving Class B Airspace, e.g. “LEAVING BRAVO AIRSPACE RESUME OWN NAVIGATION, RESUME APPROPRIATE VFR ALTITUDES, RADAR SERVICE TERMINATED, SQUAWK 1200, FREQUENCY CHANGE APPROVED.”

Separation Standards in Class B Airspace are:

a) Between two IFR aircraft – Standard IFR separation.

b) Between a VFR aircraft and an IFR or VFR aircraft weighing more than 19,000 lb or any turbojet – 1.5 NM laterally or 500 feet vertically or visual.

c) Between a VFR aircraft and an IFR or VFR aircraft weighing 19,000 lb. or less – Radar targets may not touch or 500 feet vertically.

In Class C Airspace VFR aircraft must establish radio communications before entering. If a controller responds to a radio call with "(CALLSIGN) STANDBY" communications have been established and the pilot may enter the Class C. If you want the aircraft to remain outside the Class C you must reply “(CALLSIGN) REMAIN OUTSIDE CHARLIE AIRSPACE AND STANDBY.”

Separation standards in Class C Airspace are:

a) Between an IFR and a VFR aircraft – The radar targets may not touch or 500 feet vertically.

b) VFR aircraft are not separated from other VFR aircraft.

(Back to Top)

SECTION 11 – VECTORING

Vectoring aircraft is a skill improved only through practice. Practice will help a controller to pick appropriate headings, anticipate delays caused by the pilot response, and show the effect of winds aloft.

Headings should be rounded off to the nearest 10 degrees.

IFR aircraft may only be vectored if they are at or climbing to an altitude at or above the MVA. VFR and Controlled VFR aircraft may be vectored at any altitude but responsibility remains with the pilot.

There are three primary ways to vector aircraft:

Preferred: Issue the direction to turn and heading, e.g. “TURN LEFT HEADING 360.” If you say “FLY HEADING” the pilot will turn in the shortest direction. The term “TURN HEADING” is incorrect and should not be used.

Issue a direction and number of degrees to turn, e.g. “TURN THIRTY DEGREES RIGHT.”

You must tell the aircraft why you’re vectoring him (except the initial vector for departures) and, if appropriate, what he/she is expected to do at the end of the vector, e.g. “VECTOR FOR DESCENT” or “TO INTERCEPT V-198 FLY HEADING 120” or “WHEN ABLE PROCEED DIRECT.” When issuing multiple vectors to the final approach course you only need to tell the aircraft on the first vector (e.g. “VECTORS TO THE ILS FINAL APPROACH COURSE”).

Issue a new altitude if you vector an aircraft off a published procedure (SID, STAR, instrument approach) which has its own altitudes, e.g. “TURN LEFT HEADING 270 MAINTAIN 3,000.”

If your vector will take the aircraft across the route the pilot is expecting to join tell him why, e.g. “EXPECT VECTOR ACROSS FINAL FOR SPACING.” Even if you don’t the pilot still isn’t supposed to turn inbound on approach unless you issue approach clearance.

Termination of Vectoring - You may terminate vectoring of an aircraft provided it is:

a) Cleared for an approach

b) Cleared to Hold, or

c) Established on a non-radar route

(Back to Top)

SECTION 12 - IFR DEPARTURES

An IFR departure clearance is not valid until the aircraft is released by Departure Control – or the controller performing that function.

Departure releases, restrictions, and void times are all used to separate successive departures or regulate the departure flow.

Real-world, and in many VATCAN FIRs, departure release procedures are covered in local SOPs. Without an SOP, as the ARR/APP/DEP Controller, you must inform the Tower if they must obtain a release for each departure or grant them “automatic” releases. If “automatics” you must specify the separation you desire between successive departures.

Departures may fly a Standard Instrument Departure (SID) to a flight plan route, be vectored, or a combination of the two. The Controller’s selection should be based on (in order) local SOPs, FIR preferred departure routes, traffic and (finally) pilot requests.

Transport Canada publishes SIDs from a variety of aerodromes. SIDs combine graphics and text to provide a standardized departure routines for departing aircraft.

SOPs of many busy FIRs require use of specific SIDs. SIDs for VATCAN aerodromes may be downloaded from the VATCAN web site.

You may assign a SID and any necessary transition at those locations where a SID is published.

If using a SID, include the name of SID, and if applicable, the SID termination fix, transition, and time or location for the aircraft to expect climb to an operationally suitable altitude or flight level.

Example: “CLEARED TO THE CALGARY AERODROME, LESTER SIX DEPARTURE, CENTRE-STORED FLIGHT PLAN.”

You may issue an altitude different from the altitude specified in the SID provided the altitude is stated and a readback is obtained prior to departure.

Example: “CLEARED TO THE CALGARY AERODROME, LESTER SIX DEPARTURE, CENTRE-STORED FLIGHT PLAN ROUTE, MAINTAIN SEVEN THOUSAND.”

(Back to Top)

SECTION 13 – HOLDS

Holds may be necessary due to traffic, weather, or aerodrome conditions.

If necessary, issue one of the following holding clearances:

Standard Holding Clearance: “(Aircraft Identification), Cleared to the (fix), Hold (direction) on (specified) Radial/Course/Inbound Track.”

Non-standard Holding Clearance: “(Aircraft Identification), Cleared to the (fix), Hold (direction) on (specified) Radial/Course/Inbound Track, Left Turns.”

Detailed Holding Clearance: “(Aircraft Identification), Cleared to the (fix), Hold (direction) on (specified) Radial/Course/Inbound Track between (location) and a Point (number) Minutes (direction), Left/Right Turns.”

DME Holding Clearance: “(Aircraft Identification), Cleared to the (name) TACAN/VOR/NDB (specified) Radial/Bearing (number) DME Fix, Hold between (number) and (number) DME.”

Published Holding Pattern Clearance: “(Aircraft Identification), Cleared to the (fix), Hold (direction) as Published.”

When issuing an holding clearance, include an expect-further-clearance time, expect-further-approach-clearance time or the time to depart the fix; and revise these as necessary.

Example: “(Aircraft Identification), Expect further (approach) clearance at (time).” or “(Aircraft Identification), Depart (fix) at (time).”

(Back to Top)

SECTION 14 – ARRIVALS

Transport Canada also publishes Standard Terminal Arrivals (STARs) for a variety of aerodromes. STARs combine graphics and text to provide standardized arrival routines for aircraft approaching an aerodrome.

SOPs of many busy FIRs require use of specific STARs. VATCAN aerodrome STARs should be downloaded from the VATCAN FIR web site controlling that aerodrome's airspace.

RNAV (formerly FMS) Arrivals – are special STARs providing precise procedures for approaches to and landings on runways – and are typical at busy or complex aerodromes. RNAV Arrivals have narrow arrival corridors anchored at the outer end by waypoints or navaids call “bedposts.” Arriving aircraft which have filed an RNAV Arrival are expected to fly the cleared routing to the bedpost or fix associated with the RNAV procedure. If no further clearance has been received upon reaching that point, the pilot will fly the lateral route of the RNAV Arrival to the runway specified on the ATIS, maintaining the last assigned altitude.

RNAV Arrivals are differentiated from other arrival procedures by inclusion of an implicit clearance to land in event of communications failure. If communications fail the pilot is expected to squawk 7600, fly the RNAV Arrival as published, including the vertical and speed restraints depicted in the procedure, intercept the localizer and land the aircraft as soon as possible.

VATCAN controllers may assign a published STAR to a flight enroute if the pilot accepts, e.g. “CLEARED VIA MANS2 ARRIVAL, EXPECT RUNWAY 23”

If the pilot has already filed for an appropriate STAR, don’t re-issue clearance to fly it.

If the pilot has filed for an inappropriate STAR, you must either re-issue clearance for an appropriate STAR or provide suitable vectors in substitution of a STAR.

Do not assign a STAR to military aircraft unless that STAR is on the flight plan.

Notes regarding STARs:

If you want the aircraft to descend using the published altitudes along the STAR tell the pilot to “DESCEND VIA THE (name) ARRIVAL.”

If no altitudes are published on the STAR or a different one is necessary for separation, the controller must assign the altitude(s).

If STAR instructions read " Expect Clearance to cross xyz at 12,000" then that crossing restriction MUST be issued in a descent clearance.

On the other hand, if the STAR instructions say " Cross XYZ at 12,000" (and not " Expect"), then clearance to ‘descend via the STAR’ permits descent to 12,000 ft. ASL over XYZ.

Many pilots spend considerable time entering the data necessary for STARs into the MSFS Flight Management System. If possible, pilots should be allowed to fly filed STARs. However, the controller’s job is to separate aircraft and organize the traffic flow. Do not let your desire to comply with one pilot’s request adversely affect safety of and service to other aircraft.

Arrival Information: Issue arrival aerodrome information to all aircraft on initial contact unless the pilot states the current ATIS code. Arrival information consists of:

Runway in use,

Wind,

Altimeter setting,

Ceiling and visibility if below VFR,

Type approach to expect,

Low level windshear advisories when available, and

Braking action reports if available and the braking action is reported as “POOR” or “NIL.”

The pilot must decide if the weather is adequate for approach and landing. If he/she reports it is below his/her requirements, issue holding instructions or clearance to his/her alternate aerodrome, as requested.

When you vector aircraft to the instrument final approach course:

The aircraft must intercept final at least 3 miles outside the Final Arrival/Approach Fix at an angle of no more than 30 degrees for fixed-wing aircraft or 45 degrees for helicopters.

If the ceiling is 500 feet above the MVA and visibility at least 3 SM you may vector to intercept no closer than 1 NM from the FAF/OM at an angle of no more than 20 degrees.

If the pilot requests you may vector to intercept at the FAF/OM at no more than 20 degrees.

When you are ready to clear the aircraft for an instrument approach you must issue four instructions:

Turn to the intercept heading or (if already on intercept course) heading to maintain,

Altitude to maintain. The altitude must provide terrain clearance until the aircraft is established on the approach,

Report Established on the Localizer, and

Clearance for the approach. (See Chapter 14 for specific approach clearance procedures.)

This results in the easy to remember mnemonic of TARC: Turn-Altitude-Report-Clearance.

Example: "TURN RIGHT HEADING 340 TO INTERCEPT THE LOCALIZER. MAINTAIN 2,000 UNTIL TURNING FINAL. REPORT ESTABLISHED (report not used in radar environment). CLEARED ILS RUNWAY 36 APPROACH."

Once the flight is established on final, handoff to TWR.

(Back to Top)

SECTION 15 – SPEED ADJUSTMENTS

Use speed adjustments only when absolutely necessary. Do not use them as a substitute for good vectoring. Keep the number of speed adjustments per aircraft to a minimum.

When assigning a speed remember:

Speeds are issued in IAS knots.

Arrival/Approach clearance cancels any assigned speed adjustment unless you reissue it.

Groundspeed shown in the aircraft’s data block will often be higher than the indicated airspeed the pilot reports.

Speed adjustments don’t happen immediately. Different factors all combine to affect the time needed to change an aircraft’s speed.

The pilot may refuse any speed adjustment in the interest of safety.

Aircraft assigned a speed greater than 250 knots above 10,000 MSL should normally reduce to speeds at or below 250 knots IAS when descending through 10,000 MSL.

You may not assign speed adjustments to the following aircraft:

On a High Altitude Instrument Arrival/Approach Procedure. These are approaches with names like HI-ILS RWY 12 or HI-TACAN RWY 33L. They are used primarily by military aircraft and normally begin at or above 10,000 MSL.

In a holding pattern.

Inside the final approach fix.

There are four ways to adjust an aircraft’s speed:

Preferred: Specific speed, e.g. “MAINTAIN 250 KNOTS.”

Higher or lower than a specified speed, e.g. “MAINTAIN 180 KNOTS OR GREATER” or SPEED 210 KNOTS OR LESS.”

Highest or lowest practical speed, e.g. “MAINTAIN MAXIMUM FORWARD SPEED” or “MAINTAIN SLOWEST PRACTICAL SPEED.”

Increase or decrease by a specified number of knots, e.g. “REDUCE SPEED 50 KNOTS.”

If you want an aircraft to descend and make a speed adjustment you must tell it which one to do first, e.g. “REDUCE SPEED to 210 KNOTS THEN DESCEND AND MAINTAIN 7,000.”

As soon as speed adjustments are no longer needed inform the pilot, “RESUME NORMAL SPEED.”

(Back to Top)

SECTION 16 - APPROACHES

To require an aircraft to fly a particular instrument approach, use the name of the approach in the approach clearance, e.g. "CLEARED VOR RUNWAY 36 APPROACH."

You don’t need to include the runway number if there is only one approach of that type available at the arrival aerodrome, e.g. "CLEARED TO THE CYQG AIRPORT FOR AN ILS APPROACH."

To authorize a pilot to execute his/her choice of instrument approach use the term “CLEARED TO THE CYQG AIRPORT FOR AN APPROACH.”

Aircraft which begin an instrument approach at an Initial Arrival/Approach Fix (IAF) do not require vectors to final. Aircraft navigating to an IAF via a published route containing an altitude (airway, STAR, or feeder route) only require an approach clearance. If the aircraft is on a non-published route (direct) to the IAF you must assign an altitude to maintain until reaching the fix which is at or above the minimum IFR altitude e.g. “CROSS OSCAR AT OR ABOVE 5000 CLEARED V-O-R APPROACH.”

A circling approach consists of an approach made to one runway and, once the pilot has the aerodrome in sight, the aircraft circles to land on another runway.

If an aircraft will fly a circling approach at an aerodrome with a tower, include circling approach instructions in the approach clearance, e.g. “CLEARED VOR RUNWAY 36 APPROACH CIRCLING FOR RUNWAY 27.”

An Approach clearance automatically authorizes IFR aircraft to fly the missed approach procedure; VFR aircraft flying practice approaches require specific approval.

If the weather is VFR, you may clear aircraft for a Visual Approach (“CLEARED VISUAL APPROACH RUNWAY 27”) under these conditions:

If the aircraft is #1 for landing and two or more aerodromes are close together, verify that the pilot sees the proper aerodrome before issuing an approach clearance.

If the aircraft is not #1 for landing and the aircraft either

reports the traffic to follow in sight, or

reports the aerodrome but not the traffic - provided you maintain radar separation between the two aircraft.

You may vector the aircraft to the aerodrome for a Visual Arrival/Approach if the ceiling is 500 feet above the MVA and the visibility at least 3 SM, e.g. “FLY HEADING 040 VECTOR FOR VISUAL APPROACH TO CYEG.”

Note: If the pilot is instrument-rated, it is usually more expedient to vector the aircraft for a standard instrument approach and ask it to report the aerodrome or traffic in sight. Then, once the pilot has the aerodrome in sight, issue a visual approach clearance. Using this technique, even if the pilot never sees the aerodrome or traffic, the arrival sequence isn’t disrupted because the (already cleared) instrument approach is a built-in backup procedure.

A Contact Approach is a “quasi-instrument” approach where the weather requirement is only 1 SM visibility and the flight must remain clear of clouds. In addition, one instrument approach must be published for the arrival aerodrome. The pilot must specifically request a contact approach and ATC may not suggest it. The pilot navigates visually to where the aerodrome should be – presumably setting up for a circling approach.

You must separate the Contact Approach traffic from IFR traffic even though you can’t control the flight path or altitude of the aircraft on the Contact Approach. You should assign an “AT OR BELOW” altitude and keep everything else above it. You must also provide a back-up instructions in case the pilot can’t find the aerodrome, e.g. “CLEARED TO THE (name) AERODROME FOR A CONTACT APPROACH AT OR BELOW 5,000, IN EVENT OF A MISSED APPROACH FLY HEADING 360 MAINTAIN 5,000 AND CONTACT DEPARTURE ON 128.175.”

If you know (or suspect – such as with clearances for “the Option”) the aircraft will make multiple instrument approaches, issue missed approach or overshoot instructions before the aircraft begins its final descent on the first approach, e.g. “IN EVENT OF A MISSED APPROACH OR OVERSHOOT MAINTAIN 6,000 FLY RUNWAY HEADING AND CONTACT DEPARTURE ON 128.175.”

(Back to Top)

SECTION 17 – ARRIVALS

General

Use standard arrival routings, altitudes and procedures to reduce co-ordination, if practicable.

Except as provided immediately below, clear an arriving aircraft to a fix from which an instrument approach can be carried out.

You may omit clearing an aircraft to a published approach fix, from which an instrument approach can be carried out, if the aircraft has been cleared for a conventional or RNAV STAR.

The arrival controller shall inform the aircraft of the landing runway on initial contact if the aircraft has been cleared for a conventional or RNAV STAR.

RNAV STAR PROCEDURES

a) Allow aircraft operating on an RNAV STAR to conduct their own navigation to the extent possible.

b) Consider an aircraft to have been cleared for the RNAV STAR provided the STAR is included in the routing portion of the flight plan.

c) When issuing approach clearance to an aircraft flying an open RNAV STAR, issue the clearance no later than 3 miles from the DTW. If unable, provide radar vectors to the aircraft.

d) Clear an aircraft flying an RNAV STAR for descent in sufficient time to be at the published minimum altitude, prior to crossing the Final Approach Course Fix (FACF).

e) Do not clear an aircraft flying an RNAV STAR, to an altitude below the FACF altitude.

f) Clear an aircraft flying an RNAV STAR, to fly direct to any waypoint, contained within the STAR, if:

you will gain an operational advantage, or

the aircraft requests it and traffic conditions permit.

SUCCESSIVE ARRIVALS

a) Apply vertical separation between successive arriving aircraft if they are in such proximity to their clearance limit and to each other that less than the required radar separation could occur in the event of a communications or radar failure.

b) You need not apply vertical separation between successive arriving aircraft provided one of the following conditions is met:

Radar separation is established from the preceding aircraft and the preceding aircraft is established on the final approach course or cleared for a visual approach

You have issued instructions to ensure that separation will be maintained in the event of a communication failure.

c) You may clear a succeeding aircraft for an approach provided the preceding aircraft is established on the final approach course.

d) When instrument meteorological conditions exist at an aerodrome served by a FSS, do not clear a succeeding aircraft for an approach until the preceding aircraft lands and is clear of the runway to be used by the succeeding aircraft.

APPROACH INFORMATION

When an aircraft is on the final approach course, or immediately before the turn on to the final approach course, issue the following to the aircraft:

a) the vector to intercept the final approach course if required;

b) the distance from the final approach fix, the final approach course or the aerodrome.

c) approach clearance; and

d) instructions to change to tower or precision approach radar frequency.

Specify altitude restrictions to ensure that the aircraft being vectored will not descend below the minimum IFR altitude until on the final approach course, if you issue an approach clearance prior to the final approach course.

INTERCEPTION OF FINAL APPROACH

a) Except as permitted immediately below, vector an aircraft to intercept the final approach course:

2 miles or more from the point at which final descent will begin; and

at an angle of 30 degrees or less.

b) You may reduce the distance specified above to:

1 mile provided the aircraft will intercept the glide path at 3,000 feet AGL or higher: or

any distance, but not closer to the runway than the FAF, provided:

the reported ceiling is 3,000 feet AGL or above and the ground visibility is 3 miles or more,

no known or suspected wind shear conditions exist, and

the aircraft has received prior notification of the vectoring procedure.

c) If requested by the pilot, you may vector the aircraft to intercept the final approach course at any distance, but not closer to the runway than the FAF.

d) Inform the aircraft if it will be vectored through the final approach course.

e) Clear an aircraft flying an RNAV STAR for descent in sufficient time to be at the published minimum altitude, prior to crossing the Final Approach Course Fix (FACF).

MISSED APPROACHES: Issue alternate missed approach instructions that will provide non-radar separation if there is a possibility of successive missed approaches.

VISUAL APPROACHES

You may clear an aircraft for a visual approach provided:

a) the reported ceiling at the destination aerodrome is 500 feet or more above the minimum IFR altitude and the ground visibility is three statute miles or more;

b) separation, other than visual separation, is provided from other IFR or CVFR aircraft except that the aircraft being vectored may be instructed to maintain visual separation from preceding arriving IFR or CVFR aircraft when cleared for a visual approach;

c) the aircraft reports sighting:

the aerodrome if there is no preceding IFR or CVFR traffic; or

the aircraft it will be instructed to follow.

d) you ensure the aircraft will complete its approach by following a flight path which will not compromise separation with other IFR or CVFR aircraft.

e) in multiple traffic situations, you ensure that there is no mistaken identification by having the pilot confirm the type and position of the aircraft to be followed.

VISUAL APPROACHES TO MULTIPLE RUNWAYS

Inform all aircraft when conducting visual approaches to multiple runways.

Maintain IFR separation until visual separation is applied when conducting visual approaches to multiple runways.

Apply the following conditions when conducting visual approaches to parallel, intersecting and converging runways:

a) Parallel runways separated by less than 2,500 feet;

1) maintain IFR separation until the aircraft reports sighting any preceding aircraft on final approach to the adjacent runway;

2) instruct the aircraft to maintain visual separation from the reported traffic;

3) do not permit a heavy aircraft to pass any other aircraft or a medium aircraft to pass a light aircraft.

b) Parallel runways separated by 2,500 but less than 4,300 feet and both aircraft are being vectored for visual approaches;

1) maintain other than visual separation until the aircraft are established on a heading which will intercept the extended runway centreline by 30 degrees or less; and

2) both aircraft have received and acknowledged the visual approach clearance.

c) Parallel runways separated 4,300 feet or more and both aircraft are being vectored for visual approaches, maintain other than visual separation until one of the aircraft has received and acknowledged the visual approach clearance;

If one of the aircraft in a, b, or c above is being vectored for a visual approach while another is being vectored for an instrument approach, maintain separation other than visual separation until the aircraft conducting the visual approach has received and acknowledged the visual approach clearance.

d) Intersecting and converging runways:

1) maintain IFR separation until the aircraft has received and acknowledged the visual approach clearance.

2) visual approaches may be conducted simultaneously with visual or instrument approaches to another runway.

PUBLISHED VISUAL APPROACH PROCEDURES

Clear an aircraft for a published visual approach to a controlled aerodrome provided:

a) The approach is conducted in a radar environment.

b) The published name of the approach and the landing runway are specified in the approach clearance.

c) The reported ceiling is 500 feet above the MVA and the ground visibility is 3 miles or more.

d) The aircraft reports sighting a published visual landmark or reports sighting a preceding aircraft on the same approach and has been instructed to follow that aircraft.

When using parallel, intersecting or converging runways the conditions specified in “VISUAL APPROACHES TO MULTIPLE RUNWAYS”, above, must also be met.

(Back to Top)

SECTION 18 - SIMULTANEOUS ILS OPERATIONS

SIMULTANEOUS INDEPENDENT PARALLEL ILS APPROACHES

Simultaneous Independent Parallel ILS Approaches are a highly demanding mode of ATC operation, requiring two controllers (an Arrival Controller and a Monitor Controller) to simultaneously manage only the same approach traffic stream for one runway in a parallel pair. Arrival and Monitor Controllers must each present a unique station identity on the VATSIM network and must both have simultaneous, full-time voice communications with pilots of arriving aircraft on the same frequency.

So, if Simultaneous Independent Parallel ILS Approaches being conducted at an aerodrome with two parallel runways, a minimum of four Approach controllers will be working only the arrival stream – two Arrival controllers and two Monitor controllers, one pair for each runway. Similarly, if Simultaneous Independent Parallel ILS Approaches being conducted at an aerodrome with three parallel runways, a minimum of six Approach controllers will be working only the arrival stream – three Arrival controllers and three Monitor controllers, again - one pair for each runway.

Approach and Monitor controllers work in a pair to ensure that the integrity of the Normal Operating Zone (NOZ) is preserved and, if the No Transgression Zone (NTZ) is violated, appropriate action is implemented immediately. Responsibilities of Approach and Monitor Controllers are provided below.

On VATSIM, use of text communications is not allowed for this mode of ATC operation because text transmissions are simply too slow to meet the requirements for instantaneous Approach-Monitor-Pilot communications. Use of Pro Controller is strongly discouraged (but possible) for this mode of ATC operation. ASRC presents a far more suitable, flexible and realistic environment.

At a controlled aerodrome where simultaneous independent parallel ILS approaches have been approved, you may clear aircraft for straight-in ILS approaches provided:

a) The Arrival Controller;

1) informs each inbound pilot that simultaneous ILS approaches are being conducted to the parallel runway before heading or descent instructions are issued;

2) vectors each aircraft:

a. to provide a minimum of 1 mile of straight and level flight prior to final approach course interception; and

b. to intercept the final approach course, at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin:

3) informs each aircraft of the runway number upon initial contact.

4) provides a minimum of 1,000 feet vertical or 3 miles radar separation until both aircraft are within their normal operating zones and established on their respective localizers.

5) applies appropriate separation from other IFR or CVFR aircraft except for aircraft established on the parallel localizer and within the NOZ for the parallel runway.

6) instructs aircraft to maintain an altitude until established on the localizer being used;

7) instructs the aircraft to change to and report on the frequency being used by the aerodrome controller prior to the commencement of final descent; and

8) considers known factors that may, in any way, affect the safety of simultaneous independent approaches.

b) The Monitor Controller;

1) Monitors all simultaneous independent approaches;

2) Maintains a listening watch on the appropriate aerodrome control frequencies.

3) Considers the aircraft to be the centre of the PPS;

4) Issues necessary instructions and information, on the appropriate aerodrome control or dedicated frequency, so as to ensure that aircraft remain within the applicable NOZ as follows:

a. when an aircraft is observed to continue on a track which will penetrate the NTZ, immediately vectors the aircraft back to the centreline.

b. when it is observed that an aircraft has penetrated or is about to penetrate the NTZ, IMMEDIATELY:

I. issues instructions to the aircraft on the adjacent localizer to alter its heading so as to avoid the deviating aircraft; and

II. coordinates, as appropriate, to accommodate any probable missed approach;

5) Terminates monitoring, if:

a) visual separation is applied;

b) the aircraft reports the runway insight; or

c) the aircraft is observed to be 1 mile from the runway threshold.

SIMULTANEOUS DEPENDENT PARALLEL ILS APPROACHES

At a controlled aerodrome where simultaneous dependent parallel approaches have been approved, you may clear aircraft for straight in ILS approaches provided the Arrival Controller;

a) Informs each aircraft that simultaneous ILS approaches are being conducted to the parallel runway before heading or descent instructions are given;

b) Vectors each aircraft to intercept the final approach course at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin for a straight in landing.

c) Informs each aircraft of the runway number upon initial contact;

d) Provides a minimum of 1,000 feet vertical or 3 miles radar separation until both aircraft are established inbound on their respective localizers;

e) Provides a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer courses when runway centrelines are at least 2,500 feet but no more than 4,300 feet apart;

f) Provides a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent localizer courses when runway centrelines are more than 4,300 feet but no more than 9,000 feet apart;

g) Monitors the approaches to ensure radar separation is maintained until responsibility for control has been changed to tower or the aircraft is cleared for a visual approach; and

h) Considers known factors that may, in any way, affect the safety of the aircraft conducting simultaneous dependent approaches.

SIMULTANEOUS INSTRUMENT ARRIVALS/DEPARTURES

You may clear an aircraft to conduct an instrument approach while another aircraft is simultaneously conducting an instrument approach to a converging or intersecting runway provided:

a) the operation is conducted in accordance with a unit directive or a unit agreement;

b) the aircraft concerned are informed that converging instrument approaches are in use;

c) each aircraft is informed of the runway number on initial contact; and

d) radar separation is maintained until:

1) one aircraft has landed;

2) the tower is able to apply visual separation; or

3) another form of separation is established.

You may permit an aircraft to take off while another aircraft is landing simultaneously on an intersecting runway provided:

a) the tower has agreed to apply simultaneous intersecting runway procedures; and

b) the operation is conducted in accordance with a unit directive or unit arrangement.

(Back to Top)

SECTION 19 - CATEGORY II and III ILS APPROACHES

When Category II or Category III ILS approaches are being conducted:

a) Separate aircraft on approach such that the position of the leading aircraft is determined to be clear of the ILS critical area before the following aircraft is 4 miles from the end of the instrument runway used by the preceding aircraft.

b) Separate departing aircraft from arriving aircraft such that the departing aircraft has overflown the localizer antenna location before the arriving aircraft is 4 miles from the end of the instrument runway to be used by the arriving aircraft.

c) Vector aircraft such that they will be established on the localizer in level flight at least 2 miles before glide path interception.

(Back to Top)