Feeder

Splits

Feeder has 4 possible splits:

• FE1 (REG_E_APP) 125.02

• FE2 (REG_A_APP) 133.52

• FW1 (REG_W_APP) 119.87

• FW2 (REG_Y_APP) 133.62

Feeder airspace is normally combined to FE1, but is frequently split east/west during events.

Responsibilities

Under most circumstances, feeder controllers will only work DFW airport arrivals.

• Provide approach control service to aircraft within the feeder delegated airspace

• Separate and establish initial sequence for arrivals to appropriate sectors

• Provide initial runway assignment and other pertinent arrival information

• Ensure arriving aircraft have received the current ATIS/Landing information

• Balancing DFW arrivals during peak traffic periods

• DFW traffic, other than traffic on downwind, shall remain on the RNAV STAR or be vectored by the feeder controller to a point no closer than the simultaneous dual outer fixes. AR controllers may turn aircraft to a closer point on final.

• Feed arrivals so that aircraft are separated vertically. (e.g. downwind jets at 6000; base leg 5000).

7110.65 7-9-3

Vector aircraft to remain in Class B airspace after entry. Inform the aircraft when leaving and reentering Class B airspace if it becomes necessary to extend the flight path outside Class B airspace for spacing. 

Balancing DFW Arrivals

One of the key responsibilities of feeder controllers is the efficient balancing of arrival aircraft into DFW's runways. Balancing arrival traffic can be achieved in a variety of ways, but the most common methods are shown below:

• "Over-the-top" - This procedure involves vectoring downwind traffic off the STAR, over the top of DFW to the opposite feeder position (Fig. 1).

• "Base to Downwind" - This procedure involves vectoring base leg traffic to the downwind generating an "in-trail" sequence to the final controller (Fig. 2).

High Side Dual (HSD) and Low Side Dual (LSD) Arrivals

Dual arrival routes are used to enhance arrival flow and capacity through specific corners of the TRACON. High side dual arrivals are ATC assigned STARs which go through the downwind corner posts of the D10. Low side dual arrivals are ATC assigned STARs which go through the base corner posts of the D10. The following procedures shall be used when utilizing HSD and LSD arrivals:

• During 4-runway landing configurations, LSD’s may be used on a continuous basis when the visibility is 10 miles and the ceiling is at or above 5000’.

• High side duals should only be approved when demand exceeds capacity on the primary route. Departure demand at DFW and satellite airports shall be assessed prior to the use of HSD’s.

• When high side duals are in use, DR-1/2/3 shall provide separation from high side dual route aircraft worked by FE-1/2 and/or FW-1/2.

• Aircraft on the high side dual shall maintain 12,000’ until crossing spine road or entering the appropriate Feeder airspace. In addition, aircraft on the CABBY STAR HSD shall maintain 14,000’ until crossing ELLER waypoint.

• When high side duals are utilized, a minimum of 10 MIT shall be assigned to traffic on the opposite high side route.

Quick Tips for Runway Assignments and Balancing

• Downwind arrivals are almost always assigned the main parallels (18R/17C or 36L/35C)

• The flying distance from any downwind fix (DIETZ/DELMO or STONZ/SILER) to the trip fixes (ICKEL/BOSSI or ALLIN/RAYMA) is almost exactly the same flying distance from the base corner-post fixes to those trip fixes. This is useful information because:

  • 1. If there is an aircraft over the downwind fix and an aircraft over the base corner-post fix, they will likely merge at the same point in AR's airspace. 

    2. Assigning the base corner-post arrival a different runway for the above situation is usually necessary, unless there is ample (10MIT+) spacing on BOTH arrivals.

• Practically speaking, the base corner-post's runway assignments should be dependent on where downwind arrivals are at. For example, if a VKTRY arrival checks on, and you notice that there is a BOOVE arrival close to the downwind fix, it is probably best to assign the VKTRY arrival runway 13R. Otherwise, unless there is ample MIT on both the VKTRY and BOOVE arrivals, the AR3 controller will have to work harder to merge both streams for 18R.

• While the above tips are useful when it comes to balancing arrivals on one side of the D10, it is also very important to see what is happening on the other side. Feeder controllers need to think "Big picture" when it comes to balancing traffic into DFW. If the east side of D10 is getting slammed with airplanes, and the west side has little to no traffic, utilize the balancing methods to evenly distribute traffic.

Assigning 13R

• As per 7110.65 4-7-1: When the STAR/RNAV STAR transition is designed to provide course guidance to multiple runways, the facility must 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 must be provided.

  • 1. The transition waypoint on the VKTRY arrival is ZMMAN. 10 NM prior to ZMMAN is the D10 TRACON boundary. If runway 13R is not assigned before the aircraft crosses the D10 boundary, radar vectors to final must be provided.

• It is a good operating practice for AR5 traffic to cross MORRY at or below 4,000 when landing runway 13R since AR3 shall stay above 13R arrivals.

Common Problems

• Late hand-offs to AR: You can never em' flash too early! Frequency changes need to happen as soon as practical so that AR can properly sequence airplanes onto the final.

• Handing off eventual stacks/conflicts: It's feeders job to set the initial sequence. Just because a downwind and a base arrival will eventually be separated by altitude doesn't mean they should end up stacked in AR's airspace. Vector one or the other eventually "Plug the gap" in AR's airspace.

• The impossible merge: If an AR controller is merging 2 arrivals together, he/she will need at least 8-10 miles in trail spacing for both arrivals. If feeder is handing off 2 arrival streams to AR that are 5-6MIT each, it will not work!

• Not watching downwind arrivals: Pilots can easily descend below feeder airspace if they aren't paying attention. Do not let aircraft descend below 12,000 into DR's airspace.

• Speeds: Aircraft going into the final box should not be going faster than 230KT. If an aircraft's ground speed looks fast, ensure the aircraft is slowed to an appropriate speed.

• Overtakes: Just because there is 10MIT between aircraft doesn't mean it will stay that way. Do not hand off a sequence of aircraft to AR where the trailing aircraft has an excessive overtake on the lead.

• Not descending downwind aircraft: It is feeder's job to start the descent of downwind aircraft to the lowest owned feeder altitude after the downwind fix. Radar hand-off the target to final well before the downwind fix. Descend the aircraft over the downwind fix and promptly give the frequency change.