Final Approach Course

Vectors to Final
Vector aircraft to intercept the final approach course using the following methods…

Aircraft shall be vectored at least 2 miles outside of the approach gate unless:

• The visibility is 3+ miles with a ceiling of 500+ ft above the MVA/MIA. Vector no closer than the approach gate.
• Specifically requested by the pilot. Vector no closer than the FAF.

Note: This does not apply to RNAV/GPS approaches.

Provide at least 1000 ft. of vertical separation between aircraft on opposite base legs unless another form of approved separation is used during time-on to final approach.

When vectoring for a precision approach, vector at an altitude no higher than the glideslope/glidepath or below the minimum glideslope intercept altitude published on the approach procedure chart.

When vectoring for a non-precision approach, vector at an altitude that would allow for a descent in accordance with the published procedure.

Interception
Provide headings to intercept the final approach course using the following rules:

• Intercepting less than 2 miles from approach gate – 20 degrees
• Intercepting 2 miles or more from approach gate – 30 degrees

If the aircraft deviates from the final approach course after interception, use the following procedures:

• Outside approach gate – vector for another approach if necessary.
• Inside the approach gate – inform the aircraft of its position and ask intentions.

Example:
DAL1465, 5 miles from the airport, 2 miles right of course, say intentions.

Vectors Across Final
Inform aircraft when they will be vectored across a final approach course and state the reason when able.

Example:
DAL1465, expect vectors across final approach course for spacing.
DAL1465, turn right heading 220, vectors across final approach course for sequencing.

Arrival Instructions

Provide the following to an aircraft prior to it reaching the approach gate. The acronym “PTAC” can help you remember all of the instructions.

P – Position relative to a fix on the final approach course. Issue the position relative to the navigational aid or the airport if no fix is portrayed on the radar.

T – Vector (or turn) aircraft to intercept the final approach course if required.

A – For radar approaches, assign an altitude to maintain until established on a segment of the published route or approach procedure. This may be omitted if the aircraft is already established on a segment of the published route or approach procedure.

C – Issue the approach clearance after all of the above instructions have been issued.

Example:
DAL1465, 7 miles from UFEMY, cleared ILS Runway 16R approach.
DAL1465, 6 miles from LGOON, turn right heading 130, maintain 7,500 until established on the localizer, cleared ILS Runway 16L approach.

Instruct aircraft to contact the appropriate local controller after the approach clearance has been issued. The aircraft may be instructed to monitor local and report over a fix.

Example:
DAL1654, contact tower on 119.050.
DAL1654, monitor tower on 119.050. Report over YYIPP.

When Terminal Arrival Areas have been established and are in use for RNAV approaches, inform the pilot of its position relative to the fix and issue the approach clearance.

Example:
DAL1465, 7 miles from CENTR. Cleared RNAV runway 17 approach.

Arrival Separation

Responsibility
The radar controller issuing the approach is responsible for ensuring separation of radar arrivals unless visual separation is provided by tower or SOP states otherwise. There are several different configurations depending on the number of runways, type of approaches being used, controllers available, etc. For simplicity, we will cover operations for Simultaneous Dependent and Independent (Dual-Runway) Approaches. Reference JO 7110.65Y for configurations not covered here.

Simultaneous Dependent Approaches
Apply the following minimum separation between aircraft on different final approach courses when conducting simultaneous dependent approaches:

• During turn onto final – 3 miles lateral or 1,000 ft. vertical
• Runway centerlines are at least 2,500 ft. but no more than 3,600 ft. apart – 1 mile diagonally
• Runway centerlines are at least 3,000 ft. but no more than 8,300 ft. apart – 1.5 miles diagonally
• Runway centerlines are at least 8,300 ft. but no more than 9000 ft. apart – 2 miles diagonally

Ensure the following conditions have/will be met during simultaneous dependent approach operations:

• Apply the above separation only after the aircraft are established on their respective final approach courses.
• Straight-in landings will be made
• Missed approach procedures do not conflict
• Aircraft are informed that these approaches are in use simultaneously. This may be accomplished in the ATIS.
• Approach Control must have direct communication ability with local control while these operations are in effect.

Note: Consider known factors that could impact the safety of the flight during the execution of the instruments approaches such as wind conditions, wind shear, severe weather, etc.

Simultaneous Independent Approaches (Dual Runway)
Apply the following minimum separation between aircraft on different final approach courses when conducting simultaneous independent approaches:

• During turn onto final – 3 miles lateral or 1,000 ft. vertical
• Dual parallel runway centerlines are at least 3,600 ft. apart or centerlines are 3,000 ft. apart with a 2.5 to 3.0 offset approach to either runway and the airport field elevation is 2,000 ft. MSL or less.

Ensure the following conditions have/will be met during simultaneous independent approach operations:

• Straight-in landings will be made
• Aircraft are informed that these approaches are in use simultaneously. This may be accomplished in the ATIS.
• Authorize aircraft to descend on the glideslope/glidepath at least 1 mile prior to the descent point to allow to bleed off excess speed.
• NTZ (No Transgression Zone) of at least 2,000 ft. wide is established between the final approach courses. Due to the limitations of the network, this is partially simulated.