ATC Navy Approach Training

I’m applying for Navy Approach school (ARATC) so I’m writing about my learning experience whether I get accepted or not.

Weather Deviations

Today I have issuing weather and chaff areas (2-6-4 7110.65X) Controllers will issue WX (weather) and chaff areas in terms of azimuth from the aircraft (1-3 O’Clock) and distance (12 miles) along with general width and coverage in terms of instrument fixes or distance and direction from fixes.

We use the term precipitation when describing radar derived weather in terms of

  1. Light
  2. Moderate
  3. Heavy
  4. Extreme

And for STARS or other systems using 6 levels

  1. Light
  2. Moderate
    3 & 4. Heavy
    4 & 5. Extreme

Phraseology-
Area of Precipitation Between (number) O’Clock and (number) O’Clock, (number) Miles. Moving (direction) at (number) knots. Tops (altitude). Area is (number) miles in diameter.

If unknown intensity add “Intensity Unknown” to the end.

When requested by the pilot, controllers must provide radar nav and/or appropriate deviations around WX.

When approving pilot deviations for aircraft previously issued crossing restrictions, to include climb via or descend via (STAR/SID) issue an altitude to maintain along with the deviation. If you intend on clearing the pilot to resume instrument procedure, advise the pilot.

Phraseology-
Deviation (restrictions) approved, maintain (altitude), expect to resume (SID/STAR) at (NAVAID,fix)

If traffic and airspace permit combine approval for WX deviations and a clearance on course.

Phraseology-
Deviation (restrictions) approved, when able proceed direct (NAVAID/FIX)
Or-
Deviation (restrictions) approved, when able fly heading (degrees), vector to join (airway) and advise.

If traffic or airspace prevent from clearance on course instruct the pilot to advise when clear of weather.

Phraseology-
Deviation (restrictions) approved, advise clear of weather.

When deviation cannot be approved take alternative action that provides positive control for traffic resolution and satisfies pilots need to avoid weather.

Phraseology-
Unable Requested Deiviation, fly heading (heading), advise clear of weather.
Or-
Unable requested deviation, turn (number) degrees (left/right) vector for traffic, advise clear of weather.

Add on from the AIM 7-1-14
If ATC is unable to establish separation ATC must advise that standard separation cannot be applied and provide essential traffic information and suggest a course of action. ATC May suggest an altitude 1,000 above or below assigned altitude if above FL290 or 500’ if below FL290.

Phraseology-
Standard separation not available, deviate at pilots discretion, suggest climb/descend to (altitude), traffic (O’clock) (number) miles (direction) (type) (altitude), report deviation complete.

Approach Information

En route and TRACON sectors must provide current approach information to aircraft heading to airports to which they provide approach control services. This information must be provided on initial contact or ASAP. Approach information contained on the ATIS may be omitted after pilot states appropriate ATIS code. If the airport does not have ATIS, surface wind, ceiling and visibility, and altimeter, may be omitted after pilot states receipt of automated weather (ASOS/AWOS).

Approach information to be provided includes the following:

  1. Approach Clearance or type approach to be expected if two or more approaches are published and the clearance limit does not indicate which will be used.
  2. Runway if different from that to which the instrument approach is made.
  3. Surface Wind.
  4. Ceiling and visibility if ceiling is below 1,000’ or highest circling minimum, whichever is higher, or the visibility is less than 3SM.
  5. Altimeter setting for the airport of intended landing.

Controllers must issue changes classified as SPECI weather observations ASAP. Need not be issued when included on the ATIS and pilot states appropriate ATIS code.

On first contact or ASAP issue information about abnormal operation of approach and landing aids. May be omitted when contained in the ATIS and pilot states approapriate ATIS code.

Arrival Wake Turbulence Separation

Wake Turbulence Separation must continue to touchdown for IFR aircraft not making a visual approach or maintaining visual separation.

Issue wake turbulence cautionary advisories including the position, altitude, and direction of flight to aircraft operating behind aircraft requiring wake turbulence separation when:

  1. Terminal VFR aircraft not being radar vectored are behind the larger aircraft
  2. IFR aircraft accept a visual approach or will maintain visual separation
  3. Terminal VFR arriving aircraft receiving radar vectors and the vectors are discontinued.
  4. In your opinion wake turbulence may have an adverse effect.

Phraseology- Caution wake turbulence (traffic information)

Separation is applied to aircraft operating directly behind a super or heavy at the same altitude or less than 1,000’ by:

(Terminal behind super)

  1. Heavy behind super- 6 miles
  2. Large behind super- 7 miles
  3. Small behind super- 8 miles

(Enroute behind super)
5 miles unless below FL240 and less than 250kts then same as terminal.

Behind heavy:

  1. Heavy behind heavy- 4 miles
  2. Large or small behind heavy- 5 miles

Separate small behind a B757 by 4 miles when operating within 2,500’ of the flight path of the leading aircraft over the surface of the Earth and/or less than 500’ below.

Separate aircraft landing behind another aircraft on the same runway or behind one making a touch and go, stop and go, or low approach by ensuring the following minima will exist at the time the preceding aircraft is over landing threshold:

  1. Small behind heavy- 6 miles
  2. Small behind large- 4 miles

(Note: Consider parallel runways less than 2,500’ apart as a single runway for wake turbulence)

Terminal facilities may utilize 2.5 mile separation between aircraft established on the same final approach course within 10 miles of the runway and operating in single sensor slant range mode and the aircraft is within 40 miles of the radar antenna and:

  1. The leading aircrafts weight class is the same or less than the trailing aircraft
  2. Super and heavy aircraft are permitted as the trailing aircraft only
  3. An average runway occupancy time of 50 seconds or less is documented
  4. CTRDs are operational and used for quick glance references
  5. Turnoff points are visible from the control tower

Correct if wrong, questions are encouraged as it helps me learn.

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