Satellite

Splits

Satellite is split east/west along spine road. The east side is called "Dallas" and the west side is called "Meacham"

Satellite has a total of 8 possible positions:

• DN (REG_N_APP) 124.3

• DS (REG_S_APP) 125.2

• MN (REG_M_APP) 118.1

• MS (REG_D_APP) 135.97

• AR5 (REG_R_APP) 133.15 - DFW 13R Final

• AR6 (REG_V_APP) 135.5 - DFW 31R Final

• AR7 (REG_K_APP) 123.9 - DAL Final

Normally, all satellite airspace is combined on the DN frequency. The most common satellite split is an east/west "Dallas/Meacham" split along spine road. 

Class B Airspace

• The real world D10 TRACON is extremely GA friendly. We would like to simulate this on the network, so you should be comfortable clearing VFR aircraft to enter the bravo at appropriate altitudes for direction of flight. Do not clear VFR class D departures to enter the bravo airspace on initial clearance.

• If a VFR aircraft is cleared to enter bravo airspace, they must be separated from other IFR/VFR aircraft using the following minima:

  • 1. When either aircraft is a turbojet or weighs more than 19,000 pounds:

       1. • 1.5 miles lateral separation

          • 500 feet vertical separation

          • Visual separation

    2. All other aircraft:

       1. • Target resolution

          • 500 feet vertical separation

          • Visual separation

• No separation services are required for for VFR aircraft remaining outside bravo airspace. Basic radar service for VFR aircraft only includes safety alerts and traffic advisories.

• IFR satellite arrivals can and usually will enter bravo airspace. As long as they are within the lateral and vertical boundaries of Meacham and Dallas satellite airspace, they will not conflict with DFW traffic.

IFR Departures from Satellite Airports

Satellite controllers shall: 

• Issue an initial altitude which keeps the IFR departure within the lateral and vertical confines of satellite airspace

• Request jet releases from the departure controller that will receive the aircraft.

• Coordinate releases for traffic landing DFW or DAL with TMU.

• Release control on contact for turns and climbs to DR1, 2 and 3.

Go-Arounds from DFW

SAT is the initial D10 controller that works go-arounds at DFW. In the event of a go-around at DFW, local control will assign standard headings (160/190/340/010) and a climb to 2,000 or 3,000. Coordinate as appropriate with feeder or AR controllers to re-sequence aircraft.

Departures from DFW

• DFW Prop departures go directly to satellite airspace and do NOT talk to DR

IFR Arrivals into Satellite Airports

When IFR satellite arrivals need to cross spine road in order to land at their destination, the following procedures should be followed:

• West to East - Altitude Assignment, Meacham Satellite:

  • 1. Shall establish aircraft proceeding eastbound at odd altitudes prior to a point three miles from the Dallas airspace boundary, except BACHR and NANDR RNAV arrivals.

• East to West - Altitude Assignment, Dallas Satellite:

  • 1. Should establish “Slow props” from SASIE level at 4,000 prior to a point three miles from the Meacham airspace boundary.

    2. Should establish aircraft landing at DTO on the north route, and aircraft landing GKY or GPM on the south route, level at 4,000 prior to a point three miles from the Meacham airspace boundary.

    3. Shall establish aircraft proceeding westbound at even altitudes prior to a point three miles from the Meacham airspace boundary.

When vectoring over DFW airport:

• South Flow

  • 1. Westbound – 4,000 feet

    2. Eastbound – 3,500 feet (VFR only)

• North Flow

  • 1. Westbound – 4,000 feet

    2. Westbound – 3,500 feet (VFR Only)

NOTE: No aircraft should be vectored eastbound over-the-top of DFW during north flow. 

IFR/VFR Practice Approaches

Ensure that neither VFR nor IFR practice approaches disrupt the flow of other arriving and departing IFR or VFR aircraft. Authorize, withdraw authorization, or refuse to authorize practice approaches as traffic conditions require. 

a. Separation

1. IFR aircraft practicing instrument approaches must be afforded approved separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 minima until the aircraft lands and the flight is terminated, or the pilot cancels the flight plan. 

2. Where procedures require application of IFR separation to VFR aircraft (Class B, C, TRSA airspace) practicing instrument approaches, IFR separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 must be provided. Controller responsibility for separation begins at the point where the approach clearance becomes effective. Except for super or heavy aircraft, 500 feet vertical separation may be applied between VFR aircraft and between a VFR and an IFR aircraft. 

3. Where separation services are not provided to VFR aircraft practicing instrument approaches, the controller must instruct the pilot to maintain VFR and advise the pilot that separation services are not provided. PHRASEOLOGY− “(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.”

4. If an altitude is assigned, including at or above/below altitudes, the altitude specified must meet MVA, minimum safe altitude, or minimum IFR altitude criteria.

5. All VFR aircraft must be instructed to maintain VFR on initial contact or as soon as possible thereafter. 

b. Missed Approaches

1. Unless alternate instructions have been issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the instrument approach being flown.

 2. VFR aircraft are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller.

South Flow NFW/FTW Final Approach Courses

Standard radar separation shall be applied between IFR aircraft inbound to runway 18 at NFW and runway 16 at FTW. Due to the close proximity of the final approach courses, three miles lateral separation is not achieved until approximately 2.2NM north of the FTW ILS or LOC RWY 16 final approach fix (MUFIN). It is imperative that aircraft are either staggered or vertically separated until courses diverge and lateral separation is ensured.

South Flow GKY/GPM IFR Arrivals

GKY and GPM do not have instrument approaches to southern runways. If visual approaches can be used, vector the aircraft north of GKY/GPM within the Meacham airspace boundary, and clear the aircraft for a straight-in visual approach. Aircraft can also be cleared on a visual approach south of the airport to enter a modified downwind leg.

If visual approaches cannot be used in a south flow, aircraft will have to shoot an instrument approach and land straight ahead (Opposite direction) or circle to land on a south runway.

4−8−6. CIRCLING APPROACH 

a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers.

b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. 

PHRASEOLOGY− CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number). 

AR5/AR6 Responsibilities & Procedures

AR5/AR6 are responsible for the 13R and 31R finals at DFW. When utilizing these runways, the following procedures should be applied:

1. Visual Approaches to intersecting and converging runways

a. Visual approaches may be conducted simultaneously with visual or instrument approaches to other runways provided:

i. Approved separation is maintained until the aircraft conducting the visual approach has been issued, and the pilot has acknowledged receipt of, the visual approach clearance.

ii. When aircraft flight paths intersect, approved separation must be maintained until visual separation is provided.

NOTE−Although simultaneous approaches may be conducted to intersecting runways, staggered approaches may be necessary to meet the airport separation requirements specified in Paragraph 3−10−4, Intersecting Runway/Intersecting Flight Path Separation.

2. Simultaneous Converging Instrument Approaches (SCIA)

a. May be used to any runways which have a "CONVERGING ILS RWY XXX" approach

b. Do not require a final monitor controller

AR7 Responsibilities & Procedures

Visual approaches (Ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 miles or greater):

• • In south flow, when approaches are being conducted to runway 17L at DFW, vector aircraft inside a 6 mile final to provide approved separation between adjacent finals

  • When simultaneous visual approaches are being conducted at DAL, use the following procedures:

a. All aircraft must be informed that approaches are being conducted to parallel runways. This may be accomplished through use of the ATIS.

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

c. Approved separation is provided until the aircraft are: 

1. Established on a heading which will intercept the final at 30 degrees or less

2. Both issued an approach clearance and one pilot has acknowledged receipt of a visual approach clearance

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

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

Simultaneous Dependent Instrument Approaches:

• In south flow, when approaches are being conducted to runway 17L at DFW, vector aircraft inside a 6 mile final to provide approved separation between adjacent finals

a. Apply the following minimum separation when conducting simultaneous dependent approaches: 

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

2. Provide a minimum of 1 mile radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart. (Applicable at DAL)

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

4. Provide the minimum approved radar separation between aircraft on the same final approach course.

NOTE - Because aircraft need to be vectored inside a 6 mile final when DFW 17L is in use, a 30 degree intercept 2 miles from the approach gate is impossible. Aircraft need to be vectored inside 2NM from the approach gate, and thus require a 20 degree intercept or less.

Simultaneous Independent Instrument Approaches/Monitored Radar Vector (MRV) Approaches:

• D10 TRACON is authorized by waiver 98-T-40D to conduct simultaneous independent approaches between DFW runway 17L approaches and DAL runway 13L/R approaches regardless of ceiling or visibility. This document waives FAA Order 7110.65 Paragraphs 5-5-4 Minima, 5-5-10 Adjacent Airspace, and 5-9-1 Vectors To Final Approach Course.

• When utilizing MRV Approaches, the following conditions shall be met:

1. The Lateral Separation Area (LSA) shall be displayed by the controller

2. When conducting simultaneous independent approaches as defined in the MRV waiver, anytime an aircraft landing DAL enters the LSA, and there is an aircraft on final to runway 17L at DFW, FM1 and FM7 shall be staffed and operational.

3. AR1 shall ensure aircraft landing runway 17L are established on the final approach course and on the appropriate DFW tower frequency prior to the loss of 3-mile lateral separation.

4. AR7 shall ensure aircraft inbound to DAL do not enter the LSA on an assigned heading that would track north of a four mile final for the ILS to runway 17L at DFW. This is to ensure that a NORDO aircraft will be at least 500 feet above the aircraft on final to DFW runway 17L.

5. Aircraft inbound to DAL shall not be assigned an altitude less than 2,500 feet while in the LSA until observed flying parallel to or away from the DFW runway 17L final approach course.

6. Aircraft inbound to DAL may be vectored to join the final closer than two miles outside the approach gate, but no closer than the approach gate.

• Simultaneous independent approaches may be conducted without monitors under the following conditions:

1. Aircraft landing DAL runway 13L/R remain clear of the LSA throughout the entire approach or

2. There are no simultaneous arrivals to DFW runway 17L to conflict with aircraft landing DAL.

NOTE-The 2,500-foot restriction does not apply to aircraft outside the LSA in this scenario. The waived paragraphs in FAA Order 7110.65 are also applicable in this instance.