Lesson 1

5−4−2. TERMS 

a. Handoff. An action taken to transfer the radar identification of an aircraft from one controller to another controller if the aircraft will enter the receiving controller’s airspace and radio communications with the aircraft will be transferred. 

b. Radar Contact. The term used to inform the controller initiating a handoff that the aircraft is identified and approval is granted for the aircraft to enter the receiving controller’s airspace. 

c. Point Out. An action taken by a controller to transfer the radar identification of an aircraft to another controller and radio communications will not be transferred. 

d. Point Out Approved. The term used to inform the controller initiating a point out that the aircraft is identified and that approval is granted for the aircraft to enter the receiving controller ’s airspace, as coordinated, without a communications transfer or the appropriate automated system response. 

e. Traffic. A term used to transfer radar identification of an aircraft to another controller for the purpose of coordinating separation action. Traffic is normally issued:

1. In response to a handoff or point out; 

2. In anticipation of a handoff or point out; or 

3. In conjunction with a request for control of an aircraft. 

f. Traffic Observed. The term used to inform the controller issuing the traffic restrictions that the traffic is identified and that the restrictions issued are understood and will be complied with. 

5−4−3. METHODS 

a. Transfer the radar identification of an aircraft by at least one of the following methods: 

1. Physically point to the target on the receiving controller’s display. 

2. Use landline voice communications. 

3. Use automation capabilities.

b. When making a handoff, point-out, or issuing traffic restrictions, relay information to the receiving controller in the following order: 

1. The position of the target relative to a fix, map symbol, or radar target known and displayed by both the receiving and transferring controller. Mileage from the reference point may be omitted when relaying the position of a target if a full data block associated with the target has been forced on the receiving controller’s radar display. 

2. The aircraft identification, as follows: 

(a) The aircraft call sign, or

(b) The discrete beacon code of the aircraft during interfacility point-outs only, if both the receiving and the transferring controllers agree. 

3. The assigned altitude, appropriate restrictions, and information that the aircraft is climbing or descending.

4. Advise the receiving controller of pertinent information not contained in the data block. Pertinent information may include:

(a) Assigned heading. 

(b) Speed/altitude restrictions. 

(c) Observed track or deviation from the last route clearance. 

(d) Any other pertinent information.

PHRASEOLOGY− HANDOFF/POINT-OUT/TRAFFIC (aircraft position) (aircraft ID), 

or (altitude, restrictions, and other pertinent information, if applicable).

c. When receiving a handoff, point-out, or traffic restrictions, respond to the transferring controller as follows:

PHRASEOLOGY− 

(Aircraft ID) (restrictions, if applicable) RADAR CONTACT, 

or 

(restrictions, if applicable) POINT-OUT APPROVED, 

or 

TRAFFIC OBSERVED, 

or 

UNABLE (appropriate information, as required).

5−4−5. TRANSFERRING CONTROLLER HANDOFF 

The transferring controller must: 

a. Complete a radar handoff prior to an aircraft’s entering the airspace delegated to the receiving controller.

b. Verbally obtain the receiving controller ’s approval prior to making any changes to an aircraft’s flight path, altitude, speed, or data block information while the handoff is being initiated or after acceptance, unless otherwise specified by a LOA or a facility directive. 

c. Ensure that, prior to transferring communications: 

1. Potential violations of adjacent airspace and potential conflicts between aircraft in their own area of jurisdiction are resolved. 

f. Comply with the provisions of Paragraph 2−1−17 "Transfer radio communications before an aircraft enters the receiving controller’s area of jurisdiction," and to the extent possible, transfer communications when the transfer of radar identification has been accepted. 

5−4−6. RECEIVING CONTROLLER HANDOFF 

The receiving controller must:

b. Issue restrictions that are needed for the aircraft to enter your sector safely before accepting the handoff. 

c. Comply with restrictions issued by the transferring controller unless otherwise coordinated.

5−4−7. POINT OUT 

a. The transferring controller must: 

1. Obtain approval before permitting an aircraft to enter the receiving controller’s delegated airspace. 

2. Obtain the receiving controller’s approval before making any changes to an aircraft’s flight path, altitude, speed, or data block information after the point out has been approved. 

3. Comply with restrictions issued by the receiving controller unless otherwise coordinated.

b. The receiving controller must: 

2. Be responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility. 

3. Issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction. 

Instrument approach plates can seem daunting at first, but controllers are not required to know every detail/symbol associated with them. The following information is intended to be a "Bare minimum" which controllers need in order to adequately work aircraft. 

The Big Picture

When clearing an aircraft for an instrument approach, it is the approach controller's responsibility to keep the aircraft at a safe altitude until they are established on a published segment of the approach. There are two different ways we can clear aircraft for instrument approaches:

Via IAFs, IFs, or Feeder Fixes

or

Vectors to Final

NONPRECISION APPROACH PROCEDURE− A standard instrument approach procedure in which no electronic glideslope is provided; e.g., VOR, TACAN, NDB, LOC, ASR, LDA, or SDF approaches. 

PRECISION APPROACH PROCEDURE− A standard instrument approach procedure in which an electronic glideslope or other type of glidepath is provided; e.g., ILS, PAR, and GLS. 

4−8−1. APPROACH CLEARANCE

1. To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. 

3. Standard instrument approach procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate fix (IF) if there is not an IAF.

4. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with Paragraph 5−9−1, Vectors to Final Approach Course, and Paragraph 5−9−2, Final Approach Course Interception

PHRASEOLOGY− 

CLEARED (type) APPROACH. 

CLEARED APPROACH. (To authorize a pilot to execute his/her choice of instrument approach)

CANCEL APPROACH CLEARANCE (additional instructions as necessary)

b. For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is: 

1. Established on a segment of a published route or instrument approach procedure, or

2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

c. Except for visual approaches, do not clear an aircraft direct to the FAF unless it is also an IAF, wherein the aircraft is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn. 

d. Intercept angles greater than 90 degrees may be used when a procedure turn, a hold-in-lieu of procedure turn pattern, or arrival holding is depicted and the pilot will execute the procedure. 

e. If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the angle of intercept is 90 degrees or less, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn or hold-in-lieu of procedure turn. 

PHRASEOLOGY− CLEARED STRAIGHT-IN (type) APPROACH 

h. For RNAV−equipped aircraft operating on unpublished routes, issue approach clearance for conventional or RNAV approaches only after the aircraft is:

1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2.

2. Established on a heading or course direct to the IF at an angle not greater than 90 degrees, provided the following conditions are met: 

(a) Assign an altitude in accordance with b2 that will permit a normal descent to the FAF. 

(b) Radar monitoring is provided to the IF. 

(c) The SIAP must identify the intermediate fix with the letters “IF.” 

(d) For procedures where an IAF is published, the pilot is advised to expect clearance to the IF at least 5 miles from the fix.

3. Established on a heading or course direct to a fix between the IF and FAF, at an intercept angle not greater than 30 degrees, and assigned an altitude in accordance with b2.

PTAC Application

PTAC is an acronym to help with approach clearances. It stands for Position, Turn, Altitude, Clearance. The standard approach clearance when not vectoring to final is usually this:

Position: Is only used when vectoring to final (Does not apply).

Turn: "CLEARED DIRECT (IAF, IF, or Feeder Fix)." If the aircraft is already direct to one of these points, omit this section of the clearance. If the aircraft is unable to go direct the fix (Like /A equipment aircraft), give a heading to join the specified radial direct the fix. EXAMPLE - "Fly heading 300, join the Will Rogers 010 radial outbound direct KONGG"

Altitude: "CROSS (Fix) AT OR ABOVE (Altitude that is at, or higher than, the MVA and charted minimum route altitude)"

Clearance: "CLEARED (Procedure Title) APPROACH"

5−9−1. VECTORS TO FINAL APPROACH COURSE 

Except as provided in Paragraph 7−4−2, Vectors for Visual Approach, vector arriving aircraft to intercept the final approach course: 

a. At least 2 miles outside the approach gate unless one of the following exists: 

1. When the reported ceiling is at least 500 feet above the MVA/MIA and the visibility is at least 3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate. 

2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.

EXCEPTION. Conditions 1 and 2 above do not apply to RNAV aircraft being vectored for a GPS or RNAV approach. 

b. Provide a minimum of 1,000 feet vertical separation between aircraft on opposite base legs unless another form of approved separation is established during turn-on to final approach. 

c. For a precision approach, at an altitude not above the glideslope/glidepath or below the minimum glideslope intercept altitude specified on the approach procedure chart. 

d. For a nonprecision approach, at an altitude which will allow descent in accordance with the published procedure. 

5−9−2. FINAL APPROACH COURSE INTERCEPTION 

a. Assign headings that will permit final approach course interception on a track that does not exceed the interception angles specified in TBL 5−9−1. 

b. If deviations from the final approach course are observed after initial course interception, apply the following: 

1. Outside the approach gate: apply procedures in accordance with subpara a, if necessary, vector the aircraft for another approach. 

2. Inside the approach gate: inform the pilot of the aircraft’s position and ask intentions. 

PHRASEOLOGY− (Ident) (distance) MILE(S) FROM THE AIRPORT, (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY INTENTIONS.