The approach frequency can be a beast to deal with when it is busy. Every now and then I will receive some questions from pilots asking why they were vectored the way they were. On top of that I have had pilots turn early (resulting in “please follow instructions”) or the more annoying “with you” thinking I forgot about them.
After talking to some other approach controllers I thought I might explain the logic to why we do things a certain way.
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The biggest thing I tell controllers when I am training them for approach is to have a plan. There may be 4 planes right now but since you just logged on that means there is a clump coming in from KSAN or EGBB that you may not be aware of. You need to have an idea in your head on how you are going to route them given the current runway operations.
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Let’s start out with the general concept. This is my plan for EGLL when we are landing to the west. Planes from the north will enter the north side of the pattern, planes from the south and west will come in from the south. Keep in mind that planes do not have to enter at the same spot, just as long as I can get them into the flow safely.
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Now from time to time the airspace gets really crowded or there is traffic at EGLC. For this, I like to try to send planes around the airport. This also helps out when people call in at FL250 30 miles from the runway by giving them more time to descend. This also lets me decide at the end of the line if someone is going to L vs R. I can coordinate with my tower controller so we can be more efficient in serving the pilots.
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One of the most annoying things with EGLL is that you get people from EGLC who take off and wants to land immediately at EGLL. As much as this is a cool way to get a quick landing, it is not realistic. If there is a line of planes, please do not expect to get vectored directly to the runway. In this case I send you for a scenic view of EGLL. (Blue line) If the flow is heavy, expect a longer upwind!
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Lets talk about Hawaii shall we… PHTO loves traffic since it is at the other end of the region. However because of that we run into the issue of volume. Add to that the fact that it is a single runway and we have a mess to handle to allow for outbound traffic. Because of the terrain, I like to use an S shape pattern when things get really busy. The S pattern also helps to make logical altitude steps. The top may be at FL120, next level FL090, then FL050, etc. This helps to keep planes organized and at a safe distance.
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Just because your airport has one runway does not limit you on your options when it is busy. EGBB is a busy airport with one runway. Instead of having a long line that spreads the region, you can utilize both downwinds depending on where they are coming from. The right downwind can get a shorter base/final call than the left who gets cleared further back and a little higher. When it is super busy, you can stack them in an S pattern to help manage the airspace (short green dots).
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Lastly, let’s talk about “Delay Vectors”. This gets the most questions from pilots after a session because it seems odd. A delay vector is a quick out of the way vector with the sole purpose of creating space between planes. This is a great technique to use when first spawning and realizing that you have a number of planes all next to each other. One plane can remain on its course but the other plane can turn right to create some space then turn back towards the airport. It does not look like much on a map but a few miles worth of delay vectors can really make a difference and eliminate a need for 360s later on.
Keep in mind that there is no 100% perfect way to do it and each region has its own difficulties to work around. But the main point to remember is that approach has a plan and there is no need to check in (“With you”) just because you are in a pattern and it has been more than a minute since approach contacted you. Also if you see that there is heavy volume at your destination airport and you expect to fly your flight plan, please expect a deviation as you get closer to fit you in traffic. We try to accommodate flight plans but some times with the load it just doesn’t fit.
In addition, as always, please remember that approach will not line you up with the runway. We will get you to a final 30 degrees and then it is up to you to make the final turn! PS. Making the final turn at <190 kts is easier than making it at 245. :)
Happy flying, approaching, and landings!