Section 7. Arrival Procedures
4-7-1. CLEARANCE INFORMATION
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/RNAV
STAR/FMSP and STAR/RNAV STAR/FMSP transition, if appropriate. Assign a STAR/RNAV
STAR/FMSP and STAR/RNAV STAR/FMSP transition to any aircraft in lieu of other routes; e.g.,
airways or preferential arrival routes when the
routings are the same. The clearance shall include the
name and transition, if necessary, of the STAR/RNAV
STAR/FMSP to be flown.
TERMINAL: When the STAR/RNAV STAR/FMSP
transition is designed to provide course guidance to
multiple runways, the facility shall state intended
runway number on initial contact, or as soon as
practical. If the runway assignment, or any
subsequent runway change, is not issued prior to
10 NM from the runway transition waypoint, radar
vectors to final shall be provided.
PHRASEOLOGY-
(STAR/RNAV STAR/FMSP name and number) ARRIVAL.
(STAR/RNAV STAR/FMSP name and number) ARRIVAL,
(transition name) TRANSITION.
CHANGE/AMEND TRANSITION TO (runway number).
CHANGE/AMEND TRANSITION TO (runway number)
TURN LEFT/RIGHT or HEADING (heading) FOR
VECTOR TO FINAL APPROACH COURSE.
EXAMPLE-
"Rosewood One arrival."
"Rosewood One arrival, Delta transition."
"Change transition to Runway 09 right."
"Amend transition to Runway 22 left, turn right heading
180 for vector to final approach course."
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, the pilot is expected to advise ATC.
c. Altitude instructions, as follows:
1. Assigned altitude; or
2. Instructions to vertically navigate on the
STAR/FMSP or STAR/FMSP transition.
EXAMPLE-
"Bayview Three R-NAV Arrival, Helen Transition,
maintain Flight Level Three Three Zero."
"Descend via the Civit One Arrival."
"Descend via the Lendy One R-NAV Arrival, Runway 22
left."
"Cross JCT at Flight Level Two Four Zero."
"Descend via the Coast Two Arrival."
"Civit One Arrival, Descend and Maintain Flight
Level Two Four Zero."
REFERENCE-
FAAO JO 7110.65, Para 4-5-7, Altitude Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation
(RNAV) STAR, and Flight Management System Procedures (FMSP) for
Arrivals.
d. Issue holding instructions, EFC, and additional
delay information as required.
e. Instructions regarding further communications
as appropriate.
REFERENCE-
FAAO JO 7110.65, Para 2-1-17, Radio Communications
Transfer.
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 JO 7610.4, Special Operations, Para 9-3-6, Single Frequency
Approach (SFA).
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 requests 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 JO 7110.65, Para 5-2-6, Function Code Assignments.
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/she 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 V-O-R 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/she
has received the current ATIS broadcast before the
descent clearance in subpara b is issued, omit those
items in subpara 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 JO 7110.65, Para 4-8-4, Altitude Assignment for
Military High Altitude Instrument Approaches.
4-7-6. ARRIVAL INFORMATION
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).
4-7-7. WEATHER INFORMATION
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
If an arriving aircraft reports weather conditions are
below his/her 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
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.
4-7-10. APPROACH INFORMATION
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. For pilots destined to an
airport without ATIS, items 3-5 below may be
omitted after the pilot advises 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.
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 JO 7110.65, Chapter 2, Section
7, Altimeter Settings.
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).
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.
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 JO 7110.65, Para 2-7-2, Altimeter Setting Issuance
Below Lowest Usable FL.
FAAO JO 7110.65, Para 5-10-2, Approach Information.
14 CFR Section 91.129 Operations in Class D Airspace,
Subpara (d)(2).
e. TERMINAL: If multiple runway transitions are
depicted on a STAR procedure, advise pilots of the
runway assignment on initial contact or as soon as
possible thereafter.
4-7-11. ARRIVAL INFORMATION BY
APPROACH CONTROL FACILITIES
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 ATTS
data on the CTRD where a facility directive authorizes its
use for the transfer of arrival data.
REFERENCE-
FAAO JO 7210.3, Para 11-2-4, Use of Modify and Quick Look
Functions.
FAAO JO 7210.3, Para 11-8-4, Use of STARS Quick Look Functions.
c. Where the collocated or satellite tower has
ATTS data displayed on its CTRD, the ATTS 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 ATTS 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.
4-7-12. AIRPORT CONDITIONS
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 JO 7110.65, Chapter 3, 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/her
aircraft.
2. USAF offices furnish RCR information at airports
serving USAF and ANG aircraft.
REFERENCE-
FAAO JO 7110.65, Para 3-3-1, Landing Area Condition.
4-7-13. SWITCHING ILS/MLS RUNWAYS
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 NAVAIDs.
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