4−5−7. ALTITUDE INFORMATION
Issue altitude instructions as follows:
a. Altitude to maintain.
PHRASEOLOGY− MAINTAIN(altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint),
b. Instructions to climb or descend including restrictions, as required.
PHRASEOLOGY− CLIMB/DESCEND AND MAINTAIN (altitude). If required, AFTER PASSING (fix, waypoint)
c. Specified altitude for crossing a specified fix or waypoint; or, specified altitude for crossing a distance (in miles) and direction from a specified fix or waypoint.
PHRASEOLOGY−
CROSS (fix, waypoint) AT (altitude).
CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).
CROSS (number of miles) MILES (direction) OF (name of fix, waypoint) AT (altitude).
CROSS (number of miles) MILES (direction) OF (name of fix, waypoint) AT OR ABOVE/BELOW (altitude).
d. A specified altitude over a specified fix for that portion of a descent clearance where descent at pilot’s discretion is permissible. At any other time it is practicable, authorize climb/descent at pilot’s discretion.
PHRASEOLOGY− CLIMB/DESCEND AT PILOT’S DISCRETION.
MINIMUM VECTORING ALTITUDE (MVA)− The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle clearance criteria. It may be lower than the published MEA along an airway or J-route segment. It may be utilized for radar vectoring only upon the controller’s determination that an adequate radar return is being received from the aircraft being controlled. Charts depicting minimum vectoring altitudes are normally available only to the controllers and not to pilots.
MINIMUM IFR ALTITUDES (MIA)− Minimum altitudes for IFR operations as prescribed in 14 CFR Part 91. These altitudes are published on aeronautical charts and prescribed in 14 CFR Part 95 for airways and routes, and in 14 CFR Part 97 for standard instrument approach procedures. If no applicable minimum altitude is prescribed in 14 CFR Part 95 or 14 CFR Part 97, the following minimum IFR altitude applies:
a. In designated mountainous areas, 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or
b. Other than mountainous areas, 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown
Minimum Safe Altitude (MSA). Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance within a 25-mile radius of the navigation facility, waypoint, or airport reference point upon which the MSA is predicated. MSAs are for emergency use only and do not necessarily assure acceptable navigational signal coverage.
5−6−1. APPLICATION
Vector aircraft:
a. In controlled airspace for separation, safety, noise abatement, operational advantage, confidence maneuver, or when a pilot requests.
b. In Class G airspace only upon pilot request and as an additional service.
c. At or above the MVA or the minimum IFR altitude except as authorized for radar approaches, special VFR, VFR operations, or by Paragraph 5−6−3, Vectors Below Minimum Altitude.
NOTE− VFR aircraft not at an altitude assigned by ATC may be vectored at any altitude. It is the responsibility of the pilot to comply with the applicable parts of CFR Title 14.
d. In airspace for which you have control jurisdiction, unless otherwise coordinated.
5−6−2. METHODS
a. Vector aircraft by specifying:
1. Direction of turn, if appropriate, and magnetic heading to be flown, or
PHRASEOLOGY−
TURN LEFT/RIGHT HEADING (degrees).
FLY HEADING (degrees).
FLY PRESENT HEADING.
DEPART (fix) HEADING (degrees).
2. The number of degrees, in group form, to turn and the direction of turn
PHRASEOLOGY− TURN (number of degrees) DEGREES LEFT/RIGHT.
b. When initiating a vector, advise the pilot of the purpose, and if appropriate, what to expect when radar navigational guidance is terminated.
PHRASEOLOGY−
VECTOR TO (fix or airway).
VECTOR TO INTERCEPT (name of NAVAID) (specified) RADIAL.
VECTOR FOR SPACING.
(if appropriate) EXPECT DIRECT (NAVAID, waypoint, fix)
VECTOR TO FINAL APPROACH COURSE,
or if the pilot does not have knowledge of the type of approach,
VECTOR TO (approach name) FINAL APPROACH COURSE.
c. When vectoring or approving course deviations, assign an altitude to maintain and, if necessary, a speed, when:
1. The vector or approved deviation is off an assigned procedure which contains altitude or speed restrictions
2. The previously issued clearance included crossing restrictions
e. Provide radar navigational guidance until the aircraft is:
1. Established within the airspace to be protected for the nonradar route to be flown, or
2. On a heading that will, within a reasonable distance, intercept the nonradar route to be flown.
PHRASEOLOGY−
RESUME OWN NAVIGATION
or
FLY HEADING (degrees). WHEN ABLE, PROCEED DIRECT (name of fix),
or
RESUME (SID/STAR/transition/procedure).
5−7−1. APPLICATION
Keep speed adjustments to the minimum necessary to achieve or maintain required or desired spacing. Avoid adjustments requiring alternate decreases and increases. Terminate speed adjustments when no longer needed.
NOTE− It is the pilot’s responsibility and prerogative to refuse speed adjustment that he/she considers excessive or contrary to the aircraft’s operating specifications.
a. Consider the following when applying speed control:
3. Use the following techniques in speed control situations:
(a) Compensate for compression when assigning air speed adjustment in an in-trail situation by using one of the following techniques:
(1) Reduce the trailing aircraft first.
(2) Increase the leading aircraft first.
(b) Assign a specific airspeed if required to maintain spacing.
b. Do not assign speed adjustment to aircraft:
1. At or above FL 390 without pilot consent.
2. Executing a published high altitude instrument approach procedure.
3. In a holding pattern.
4. Inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to the runway.
d. Approach clearances or climb via/descend via clearances cancel any previously assigned speeds. Pilots are expected to make their own speed adjustments to fly the approach, SID, or STAR unless assigned speeds are restated.
g. Express speed adjustments in terms of knots based on indicated airspeed (IAS) in 5−knot increments. At or above FL 240, speeds may be expressed in terms of Mach numbers in 0.01 increments for turbojet aircraft.
5−7−2. METHODS
a. Instruct aircraft to:
1. Maintain present/specific speed.
2. Maintain specified speed or greater/less.
3. Maintain the highest/lowest practical speed.
4. Increase or reduce to a specified speed or by a specified number of knots.
PHRASEOLOGY−
SAY AIRSPEED.
SAY MACH NUMBER.
MAINTAIN PRESENT SPEED.
MAINTAIN (specific speed) KNOTS.
MAINTAIN (specific speed) KNOTS OR GREATER.
DO NOT EXCEED (speed) KNOTS.
MAINTAIN MAXIMUM FORWARD SPEED.
MAINTAIN SLOWEST PRACTICAL SPEED.
INCREASE/REDUCE SPEED:
TO (specified speed in knots),
or
TO MACH (Mach number),
or
(number of knots) KNOTS.
c. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet aircraft. Specifying which action is to be accomplished first removes any doubt the pilot may have as to controller intent or priority. Specify which action is expected first when combining speed reduction with a descent clearance.
1. Speed reductions prior to descent.
PHRASEOLOGY− REDUCE SPEED TO (specified speed), THEN DESCEND AND MAINTAIN (altitude)
2. Speed reduction following descent.
PHRASEOLOGY− DESCEND AND MAINTAIN (altitude). THEN, REDUCE SPEED TO (specified speed)
5−7−4. TERMINATION
Advise aircraft when speed adjustments are no longer needed.
a. Advise aircraft to “resume normal speed” when ATC-assigned speed adjustments are no longer required and no published speed restrictions apply.
PHRASEOLOGY− RESUME NORMAL SPEED
Speed Adjustments
7−4−1. VISUAL APPROACH
A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually and clear of clouds to the airport of intended landing. A visual approach is not a standard instrument approach procedure and has no missed approach segment. An aircraft unable to complete a landing from a visual approach must be handled as any go−around and appropriate IFR separation must be provided until the aircraft lands or the pilot cancels their IFR flight plan.
a. At airports with an operating control tower, aircraft executing a go−around may be instructed to enter the traffic pattern for landing and an altitude assignment is not required. The pilot is expected to climb to pattern altitude and is required to maintain terrain and obstruction clearance. ATC must maintain applicable separation from other aircraft.
b. At airports without an operating control tower, aircraft executing a go−around are expected to complete a landing as soon as possible or contact ATC for further clearance. ATC must maintain separation from other IFR aircraft.
7−4−2. VECTORS FOR VISUAL APPROACH
A vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 miles or greater.
7−4−3. CLEARANCE FOR VISUAL APPROACH
ARTCCs and approach controls may clear aircraft for visual approaches using the following procedures:
a. Controllers may initiate, or pilots may request, a visual approach even when an aircraft is being vectored for an instrument approach and the pilot subsequently reports:
1. The airport or the runway in sight at airports with operating control towers.
2. The airport in sight at airports without a control tower.
PHRASEOLOGY−
(Call sign) (control instructions as required) CLEARED VISUAL APPROACH RUNWAY (number);
or
(Call sign) (control instructions as required) CLEARED VISUAL APPROACH TO (airport name)
c. Clear an aircraft for a visual approach when:
1. The aircraft is number one in the approach sequence, or
2. At locations with an operating control tower, the aircraft is to follow a preceding aircraft and the pilot reports the preceding aircraft in sight and is instructed to follow it, or
NOTE− The pilot need not report the airport/runway in sight.
3. At locations with an operating control tower, the pilot reports the airport or runway in sight but not the preceding aircraft. Radar separation must be maintained until visual separation is provided.
d. All aircraft following a heavy, or a small aircraft following a B757, must be informed of the airplane manufacturer and/or model.
f. Ensure that the location of the destination airport is provided when the pilot is asked to report the destination airport in sight.
VFR aircraft requesting flight following want radar services and traffic advisories. In order to provide this service, radar identify the aircraft (Usually by issuing a squawk code), and then give the local altimeter.