APPROACH AND AREA CONTROL

PROCEDURE

Oleh :
DIMAS ARYA S.F
19890106 200912 1002
DEFINITION
Approach control service.
Air traffic control service for arriving or
departing controlled flights.
Approach control unit.
A unit established to provide air traffic
control service to controlled flights
arriving at, or departing from, one or
more aerodromes.
 VFR DAN IFR FLIGHT BELOW F200
359 000

ODD
EVEN +500
LEVEL/ ALT
LEVEL/ ALT

270 089
269
EVEN ODD + 500 090
LEVEL/ ALT LEVEL/ ALT

180 179
IFR ABOVE FL200
359 000

EVEN
EVEN ODD
LEVEL
LEVEL LEVEL

180 179
Air Traffic Contol Clearence
is Authorization for an aircraft to
proceed under conditions
specified by an air traffic control
unit.

Air Traffic Control Clearance

adalah Kewenangan kepada
pesawat untuk melaksanakan
kondisi yang diberikan oleh air
traffic control unit.
ATC CLEARANCE : ACC CLARANCE
APP CLEARANCE
ACC clearance :
1. Aircraft identification.
2. Clearance limit
3. Route of flight.
4. Level.
APP/departure clearance  SID :
1. Direction and turn after take off.
2. Heading/track to be make good.
3. Level restriction.
4. Time/point at a level change shall be made.
5. Any other instruction when necessary.
 CONTENTS OF STANDARD CLEARANCE
(ATC CLEARANCE)

1. Aircraft Identification.
2. Clearance limit.
3. Route of flight.
4. Level.
5. APP/Departure Clearance.
6. SSR Code.
7. Instruction / Information.
PROCEDURE FOR DEPARTING AIRCRAFT

Departure clearance shall be specify :

1. Direction and turn after take off.

2. Heading / track to be make good.
3. Level restriction.
4. Time / point at a level change shall be
made.
5. Any other instruction when necessary.
 W-11

? ? ? ?

1. AFTER TAKE OFF TURN RIGHT,

3. TO INTERCEPT W11 MAINTAIN 2000’
?
4. UNTIL INTEREP WII
Departure clearance shall be specify
1. Direction and turn after take off.
AFTER TAKE OFF TURN RIGHT

2. Heading / track to be make good.

TRACK 060° MAGNETIC TO INTERCEPT W11

3. Level restriction.
MAINTAIN 2000’
4. Time/point at a level change shall be made
UNTIL INTERCEPT W 11
5. Any other instruction when necessary.
 W-11

1. AFTER TAKE OFF TURN RIGHT

2. TRACK 060 DEGREES MAGNETIC TO
INTERCEPT W11
3. MAINTAIN 2000’
4. UNTIL INTERCEPT W 11
 PROCEDURE FOR ARRIVING AIRCRAFT
• If arriving aircraft would be delay, operators should be
notified.
• Arriving aircraft must be report when passing/leaving
significant point, or when starting a procedure
turn/base turn.
• IFR flight shall not cleared for descend to the initial
approach level (IAL) unless :
a. Aircraft passing a navigational aid/way point.
b. Aerodrome insight.
c. Conducting a visual approach.
d. Aircraft position determined by radar.
COORDINATION :
• Where standard clearance for arriving aircraft,
clearance to follow the STAR issued by ACC without
prior coordination with APP/ TWR.
• Prior coordination should be required only in the
event of variation to the standard
clearance/standard transfer of control.
• APP kept inform of the sequence of aircraft
following the same STAR.
• STAR should be display at ACC, APP and Tower.
CLEARANCE FOR ARRIVING AIRCRAFT:
a). Aircraft identification.
b). Designator for the STAR.
c). Runway in use.
d). Initial level.
e). Instruction / Information (if necessary).
EXAMPLE
“GIA 089 Follow BLORA ONE ALPHA for Landing
Runway 10 descend to 030 feet ” (if use STAR)

“GIA 089 after BLORA intrcept track 105 and proceed NIMAS
descent to 030 feet report over NIMAS”(if manually)
 INSTRUMENT APPROACH
Instrument approach procedure is :
A series of predetermined maneuvers by
reference to flight instruments with specified
protection from obstacles from the initial
approach fix to point from which a landing can
be completed.
Function :
Transition from Instrument Condition to Visual
Condition.
INSTRUMENT APPROACH SEGMENT
Five segment of Instrument Approach :
1. Arrival segment (ARRIS).
2. Initial Approach Segment (INAS).
3. Intermediate Approach Segment (ITAS).
4. Final Approach Segment (FAS).
5. Missed Approach Segment (MAS).
 SIMPLE INSTRUMENT APPROACH
(Direct / Straight in Approach)
1 2 3 4

5

1. ARRIS 2. INAS 3. ITAS 4. FAS 5. MAS

1
2

4
5
 FIVE SEGMENT OF INSTRUMENT APPROACH
1. Arrival segment (ARRIS):
- Begin from the end of en route phase to initial
approach fix.
- Could be a STAR.
2. Initial approach segment (INAS)
- Begin from initial approach fix to intermediate
approach fix.
- If there is no intermediate approach fix, from
initial approach fix to final approach fix,
(loosing altitude at initial app fix).
3. Intermediate approach segment (ITAS) :

- Begin from Intermediate approach fix (ITAF)

to final approach fix (FAF), or begin from the
end of base turn/procedure turn to FAF.

- Minimum obstacle clearance (MOC) 500 feet

4. Final Approach Segment (FAS) :
• Begin from final approach fix (FAF) to miss
approach point (MAP).
• For precision approach, FAF shall be navigational
aid.
Final Approach Fix :
a. Precision approach procedure :
An Instrument Approach Procedure utilizing
azimuth and glide path information provided
by ILS.
b. Non precision approach procedure :
An IAP procedure other than the above
mention. (VOR, NDB)
5. MISSED APPROACH SEGMENT (MAS) :
• MAS begin from missed approach point
(MAPt) until the point at which the aircraft start
climb, then follow missed approach procedure
to IAF.

• Missed approach point (MAPt) is :

The point in an instrument approach procedure
at or before which the missed approach must
be initiated in order to ensure that the
minimum obstacle clearance is not infringed.
MISSED APPROACH SEGMENTS:
a. Initial missed approach (INMAS) :
From MA. Pt, to the point at which the
aircraft start climb. The level of INMAS
could be the same as or a bit higher than
MDA/DA.
b. Intermediate missed approach (ITMAS) :
From the point the aircraft start climb until
50m high, slope 2,5 %. (Every 100m in
distance, the level must be 2.5m, and at
least 30m above the highest obstacle) .
c. Final missed approach (FMAS) :
From the level 30m until reaching IAF, or
another holding point.

2.5%
MAPt Start climb

30m
MDA/DH 30m
2.5%

FAS INMAS ITMAS FMAS

 HOLDING

ABEAM FIX
LEG
HOLDING SIDE

OUT BOUND

FIX END OUT BOUND

END
IN BOUND

FIXFIX

NON HOLDING SIDE

 HOLDING AREA

2 minutes Holding Area

outbound

Holding Pattern

inbound Nav. Aid 3 minutes

1 minute inbound
Holding Area
1 minute
 BUFFER 5NM

11 -15 NM
Holding Area

Holding Pattern

Holding Area
6 – 8 NM

7 – 9 NM 13 – 18 NM
SEPARATION BETWEEN HOLDING & EN-ROUTE AIRCRAFT

FL 180

FL 170

FL 160

5’ 3’ 1’ 5’
FL 150
SEPARATION BETWEEN HOLDING & EN-ROUTE AIRCRAFT

FL 180

FL 170

5’ 5’

FL 160

FL 150
 EXPECTED APPROACH TIME (EAT)

• Expected approach time is :

The time at which ATC expect that an arriving
aircraft following a delay, will leave the holding
point to complete its approach for landing.
• EAT shall be transmitted to the aircraft as soon as
possible before initial descend, especially to high
fuel consumption aircraft.
• Revised EAT shall be transmitted whenever it differ
5´or more.
Delay : Begin from the highest holding aircraft.
Forward : Begin from the lowest holding aircraft.
• Average time interval (ATI).
The elapse time begin from initiating IAP until
visual contact.
• Three condition in determining EAT.
a). The first aircraft descend to initial approach
level (IAL).
b). The first aircraft maintain a certain level
until reaching instrument approach fix.
c). The first aircraft holding at a certain level,
until the en route/overflying aircraft 5 minutes
out of holding area.
 AVERAGE TIME INTERVAL

IAF

5000 ' ATI = 1+1+1+2,5 = 5, 5  6

(Base Turn)

4000 '

3000 '

1'

1' MAPt

1'
IAF

ETA EAT
F 8000'
F = 06.44 --> (EAT, E + ATI) = Λ
E 7000' E = 06.29 --> (EAT, D + ATI) = 06.36
D = 06.24 --> (EAT, C + ATI) = 06.30
D 6000'
C = 06.19 --> (EAT, B + ATI) = 06.24
C 5000' B = 06.15 --> (EAT, A + ATI) = 06.18
A = 06.12 --> No delay expected = Λ
B 4000'

A 3000'

MAPt
B
ETA EAT
A
F = 06 .44 --> (EAT, E + ATI) = 06.47
8000 '
E = 06.29 ---> (EAT, D + ATI) = 06.41
7000 ' D = 06.24 ---> (EAT, C + ATI) = 06.35
C = 06.19 ---> (EAT, B + ATI) = 06.29
6000 '
B = 06.15 ---> (EAT, A + ATI) = 06.23

5000 ' A = 06.12 ---> No delay expected = Λ

4000 '
EET = 8000 - 3000 = 5
3000 ' 1000 (R/D)

MAPt
 REDUCTION IN SEPARATION MINIMA
IN THE VICINITY OF AERODROMES

Separation minima may be reduce if :

• Each aircraft visible from tower.
• Each aircraft visible each other, and
maintain their own separation.
• Succeeding aircraft reported traffic
insight,separation can be maintain.
PROVISIONS FOR THE SEPARATION OF CONTROLLED TRAFFIC

General

Vertical or horizontal separation shall be provided:

a) between all flights in Class A and B airspaces;

b) between IFR flights in Class C, D and E airspaces;

c) between IFR flights and VFR flights in Class C airspace;

d) between IFR flights and special VFR flights; and

e) between special VFR flights, when so prescribed by the appropriate

ATS authority;
 VERTICAL SEPARATION

SEPARATION

HORISONTAL SEPARATON
Vertical separation minimum

The vertical separation minimum (VSM) shall

be:
a) a nominal 300 m (1 000 ft) below FL 290 and a nominal 600
m (2 000 ft) at or above this level, except as provided for in
b) below; and
b) within designated airspace, subject to a regional air
navigation agreement: a nominal 300 m (1 000 ft) below FL
410 or a higher level where so prescribed for use under
specified conditions, and a nominal 600 m (2 000 ft) at or
above this level.
 LATERAL
SEPARATION

HORISONTAL
SEPARATION

LONGITUDINAL
SEPARATION
LATERAL SEPARATION CRITERIA AND MINIMA
Means by which lateral separation may be applied include the
following:

a) By reference to the same or different geographic

locations. By position reports which positively indicate
the aircraft are over different geographic locations as
determined visually or by reference to a navigation aid
b) By use of the same navigation aid or method. By requiring
aircraft to fly on specified tracks which are separated by a
minimum amount appropriate to the navigation aid or
method employed. Lateral separation between two aircraft
exists when:

1)VOR
both aircraft are established on radials diverging by
at least 15 degrees and at least one aircraft is at a
distance of 28 km (15 NM) or more from the facility
2) NDB:
both aircraft are established on tracks to or from the NDB
which are diverging by at least 30 degrees and at least one
aircraft at a distance of 28 km (15 NM) or more from the
facility
3)dead reckoning (DR):
both aircraft are established on tracks diverging by
at least 45 degrees and at least one aircraft is at a
distance of 28 km (15 NM) or more from the point
of intersection of the tracks, this point being
determined either visually or by reference to a
navigation aid and both aircraft are established
outbound from the intersection
Longitudinal separation
For the purpose of application of longitudinal separation, the terms
same track, reciprocal tracks and crossing tracks shall have the following
meanings:

a) Same track (see Figure 5-6):

same direction tracks and intersecting tracks or portions thereof, the
angular difference of which is less than 45 degrees or more than 315
degrees, and whose protected airspaces overlap.
b) Reciprocal tracks (see Figure 5-7):
opposite tracks and intersecting tracks or portions thereof,
the angular difference of which is more than 135 degrees but
less than 225 degrees, and whose protected airspaces overlap.
c) Crossing tracks (see Figure 5-8):
intersecting tracks or portions thereof other than those specified in a)
and b) above.