Splits

The DFW final has 3 possible splits:

• AR1 (REG_G_APP) 119.40 (17L/35R Final)

• AR2 (REG_J_APP) 127.07 (17C/35C Final)

• AR3 (REG_H_APP) 118.42 (18R/36L Final)

Final airspace is normally opened during events, and is often split east/west along spine road. In this configuration, AR1 would work the east side finals (17C&17L/35C&35R), and AR3 would work the west side final (18R/36L).

Class B Airspace 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. 

Transfer of Control

Transfer of Communications to DFW shall take place as follows unless otherwise coordinated:

• No later than the FAF during simultaneous independent or dependent approaches.

• No later than 5 miles from runway threshold on a visual approach.

Arrival Transfer of Control:

• A transfer of communication constitutes a transfer of control on all arrival aircraft within the transferring controller’s airspace on a generally straight ahead path or turns toward the final approach course and for descent.

Reduced Separation on Final

2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course within 10 NM of the landing runway. Wake turbulence separation still applies.

Speed Adjustment

• Approach clearances cancel any previously assigned speed adjustment. Pilots are expected to make their own speed adjustments to complete the approach unless the adjustments are restated. It is common practice to instruct aircraft to maintain 170 knots or greater until the FAF or a 5 mile final in order to keep aircraft moving efficiently.

• Aircraft should turn onto the final no greater than 210 knots.

Simultaneous Visual Approaches

• When conducting visual approaches to multiple runways ensure the following: 

1. Do not permit the respective aircrafts’ primary radar targets to touch unless visual separation is being applied.

2. Each aircraft must either be assigned a heading or established on a course which will allow the aircraft to intercept the extended centerline of the runway at an angle not greater than 30 degrees.

2. Approved separation is maintained until one of the aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. 

3. Visual approaches may be conducted to one runway while visual or instrument approaches are conducted simultaneously to other runways, provided the conditions of above are met.

4. Provided the aircraft flight paths do not intersect and when the provisions above are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach course.

NOTE - Although 7110.65 5-9-1 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") does not apply when vectoring for visual approaches, it is a good operating practice to use different altitudes for aircraft joining adjacent finals.

Dual Dependent Approaches

• Arrival controllers shall ensure lateral and longitudinal separation is maintained to the FAF. Local controllers are responsible for separation after the FAF.

• Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on.

• Provide a minimum of 1.5 NM radar separation diagonally when utilizing runways 17C/17L or 35C/35R.

• Provide a minimum of 2 NM radar separation diagonally when utilizing runways 18R/17C or 36L/35C.

• Apply this separation standard only after aircraft are established on the parallel final approach course.

Dual/Triple Independent Approaches

• Use the following procedures when utilizing simultaneous independent approaches: 

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn−on to parallel final approach.

2. Provide the minimum applicable radar separation between aircraft on the same final approach course.

3. An NTZ at least 2,000 feet wide is established an equal distance between extended runway final approach courses and must be depicted on the monitor display.

4. Monitor all approaches regardless of weather. Issue control instructions as necessary to ensure aircraft do not enter the NTZ.

5. Ensure aircraft are established and level at the appropriate turn on altitude prior to the capture box.

NOTE - The 7110.65 states that "Communications transfer to the tower controller’s frequency must be completed prior to losing 1,000 feet vertical or 3 miles radar separation between aircraft" so that the final monitor can ensure separation. For the purposes of VATSIM, the final monitor responsibilities are assumed by the final controller to the FAF. Transfer communications to the tower controller's frequency at the FAF.

Utilize the following turn on altitudes when conducting simultaneous approaches:

Tips/Tricks

• Always have a number/sequence for every airplane you're tracking (ie AAL624 is #1 then ENY6422 then ASQ6133). The initial plan/sequence might not work, but having a plan to begin with will help a lot.

• Except when wake turbulence separation applies, aim to have aircraft 4 miles in trail on the final at the same speed. This will usually compress down to 3/2.5 miles by the runway threshold.

• If you want to 'plug a gap' on the final or another stream, aircraft need to be at least 8 miles in trail with similar speeds.

• When turning a downwind arrival onto the final behind an aircraft which is already established, issue the turn 1 mile before the targets are abeam each other. If both aircraft are at similar speeds, this will put the downwind aircraft about 4 miles behind the reference aircraft.

• Issue speeds to the FAF/5 mile final to keep the final moving efficiently.

• Pay attention to speeds. Feeder *should* have everyone enter the final box at a reasonable speed, but things happen. 

• For jet aircraft on base legs, issue the turn to intercept final when the aircraft is about 3 miles from the localizer. Usually, this is a happy medium for VATSIM pilots.

• Have downwind arrivals descend to an altitude 1,000ft above aircraft on the base. Once the sequence/separation is set, then descend them to the appropriate turn on altitude.

• If Feeder is not providing appropriate spacing, it is your responsibility to coordinate and communicate a request for something different. 

S3 Course Complete!