SECTION 3: CHAPTER 1 APPROACH CONTROL

Question 1

Approach Control Services within the UK FIRs comprise surveillance and non- surveillance based ATS.

Answer 1

The type of ATS to be provided depends on the classification of airspace within which the aircraft is flying as tabulated below:

Question 2

Class A–E (Controlled Airspace)

Answer 2

Air Traffic Control Service with or without surveillance; UK FIS (Traffic Service or Basic Service) to participating VFR flights within Class E airspace;
Alerting Service.
Other than VFR flights within Class E airspace, aircraft are required to comply with air traffic control instructions.

Question 3

Class F

Answer 3

Air Traffic Advisory Service
Alerting Service

Instructions issued by controllers to pilots operating outside controlled airspace are not mandatory; however, the services rely upon pilot compliance with the specified terms and conditions so as to promote a safer operating environment for all airspace users.

Question 4

Class G

Answer 4

UK FIS (Deconfliction Service, Procedural Service, Traffic Service; or Basic Service)
Alerting Service.

Instructions issued by controllers to pilots operating outside controlled airspace are not mandatory; however, the services rely upon pilot compliance with the specified terms and conditions so as to promote a safer operating environment for all airspace users.

Question 5

An Approach Control unit may be combined with an Aerodrome Control unit or a Zone Control unit

Answer 5

Alternatively an Approach Control unit may share the Zone Control function with an Area Control unit.

Question 6

Within Controlled Airspace
1A.1 An Approach Control unit at an aerodrome within controlled airspace shall provide ATC Services to aircraft, according to the classification of the airspace within which the aerodrome is located, from the time and place at which

Answer 6

(1) arriving aircraft are released by Area Control until control is transferred to Aerodrome Control;
(2) aircraft approaching from outside controlled airspace place themselves under the control of Approach Control until control is transferred to Aerodrome Control;
(3) departing aircraft are taken over from Aerodrome Control until:
(a) they are transferred to Area Control; or
(b) they are clear of controlled airspace.
(4) overflying aircraft are within the relevant controlled airspace.
1A.2 Approach Control shall provide standard separation between Special VFR and IFR flights and between Special VFR flights unless the CAA has approved a reduced separation.
1A.3 Participating VFR flights in Class E airspace shall be provided with a type of UK FIS (either Traffic Service or Basic Service), subject to controller workload, in accordance with Section 1, Chapter 12 UK Flight Information Services.

Question 7

1B. Outside Controlled Airspace
1B.1 An Approach Control unit at an aerodrome outside controlled airspace shall provide ATS to aircraft, as determined by the Aerodrome Operator and approved by the CAA, from the time and place at which:

Answer 7

(1) arriving aircraft place themselves under the control of Approach Control until control is transferred to Aerodrome Control;
(2) departing aircraft are taken over from Aerodrome Control until they no longer wish to receive a service or are 10 minutes flying time away from the aerodrome, whichever is the sooner;
(3) overflying aircraft place themselves under the control of Approach Control until they are clear of the approach pattern and either no longer wish to receive a service or are 10 minutes flying time away from the aerodrome, whichever is the sooner.
1B.2 Aircraft within an ATZ are required to comply with instructions from the ATC unit. Although IFR/VFR flight within Class F/G airspace outside the ATZ is permitted without an ATC clearance, controllers will act on the basis that pilots will comply fully with their instructions in order to promote a safer operating environment for all airspace users.

Question 8

Traffic Information and Avoidance
2A.1 Traffic information shall be passed and traffic avoidance advice given to aircraft on any occasion that a controller considers it necessary in the interests of safety.

Answer 8

Controllers at aerodromes located in Class C, D and E airspace are to pass traffic information as shown in the table below.

Question 9

Traffic Information and Avoidance - Aerodrome Located in Airspace

C

Answer 9

to VFR flights on other VFR flights*;.

Note 1: In Class C airspace Traffic avoidance advice must be given if requested by pilots of VFR flight against other VFR flights.

Question 10

Traffic Information and Avoidance - Aerodrome Located in Airspace

D

Answer 10

a) to IFR flights on VFR flights*;
b) to VFR flights on IFR flights;
c) to VFR flights on other VFR flights;
d) to VFR flights on Special VFR flights;
e) to Special VFR flights on VFR flights.

Note 2: In Class D airspace traffic avoidance advice must be given if requested by pilots of:

(a) IFR flights against VFR flights,
(b) VFR flights against all other flights.

Note 3: Mixed VFR and Special VFR operations can occur within Class D Airspace as a result of the different VMC criteria for different aircraft categories and the limitations of a pilot’s licence.

Question 11

Traffic Information and Avoidance -Aerodrome Located in Airspace

E

Answer 11

As far as practicable:

a) to IFR flights on VFR flights;
b) to VFR flights on IFR flights;
c) to VFR flights on other VFR flights;

Question 12

When providing traffic avoiding advice, controllers shall

Answer 12

remind pilots of their responsibility to remain clear of cloud with the surface in sight.

Question 13

When the controller considers that more immediate action is required by the pilot,

Answer 13

traffic avoidance advice may be passed by ATC before traffic information.

Question 14

Flight Information

2B.1 Approach Control shall provide flight information to aircraft under its control;

Answer 14

in particular any failure or irregular functioning of the aerodrome lighting system or approach aid.

Question 15

Information to Other Units
3A. Aerodrome Control
3A.1 Approach Control shall supply the following information to Aerodrome Control:

Answer 15

(1) Pertinent data on all relevant flights including the type of flight, i.e. IFR or VFR, level of arriving aircraft and ETA;
(2) The anticipated order in which control of aircraft is to be transferred;
(3) The anticipated delay to departing IFR flights together with the reason for the delay.

Question 16

Approach Radar Control

3B.1 The approach controller shall supply to the approach radar controller, as required

Answer 16

the current weather report (including RVR) and any other significant information, e.g. aerodrome and lighting unserviceabilities, runway changes etc.

Question 17

Area Control

3C.1 Approach Control shall supply to Area Control the following data on IFR flights:

Answer 17

(1) Lowest level at the holding facility available for use by Area Control;
(2) The average time interval between successive approaches;
(3) Revision of expected approach times issued by Area Control when Approach Control calculations show a variation of 5 minutes or more;
(4) Arrival times over the holding point if these vary from the estimate by 3 minutes or more;
(5) Missed approaches when re-routeing is entailed, in order that the subsequent action may be co-ordinated;
(6) Departure times of aircraft;
(7) All available information relating to overdue aircraft.
3C.2 Any of these items can be deleted from routine practice by agreement with Area Control.

Question 18

Co-ordination
4A. Aerodrome Control
4A.1 Approach Control shall co-ordinate with Aerodrome Control:

Answer 18

(1) Aircraft approaching to land, if necessary requesting clearance to land;
(2) Arriving aircraft which are to be cleared to visual holding points;
(3) Aircraft routeing through the traffic circuit.

Question 19

Aerodrome Control shall co-ordinate with Approach Control:

Answer 19

(1) Departing IFR flights;
(2) Arriving aircraft which make their first call on the tower frequency (unless they are transferred to Approach Control).

Question 20

Area Control

4B.1 Area Control shall co-ordinate with Approach Control

Answer 20

an arriving aircraft which is to be cleared to an aerodrome holding facility or a visual holding point, instead of the normal holding facility.

Question 21

Transfer of Control
5A. Aerodrome Control
5A.1 IFR flights operating with visual reference to the surface may be transferred by Approach Control to Aerodrome Control in the following circumstances:

Answer 21

(1) When an aircraft carrying out an instrument approach has become ‘number 1 to land’, and for following aircraft when they are established on final approach and have been provided with the appropriate separation from preceding aircraft;
(2) Aircraft operating in the traffic circuit;
(3) Aircraft approaching visually below all cloud when the reported aerodrome visibility is 10 km or more. When the reported visibility consists of two values, the lower of the two values shall be used when determining whether an aircraft may be transferred to Aerodrome Control.
5A.3 In the case of 2 and 3 the volume of traffic and Aerodrome Control workload must be such as to allow the use of one of the reduced separations permitted in the vicinity of aerodromes. In order to clear other aircraft to descend through the cloud formation it will be necessary for the aircraft approaching underneath to be kept more than 1000 feet below all cloud, or for horizontal separation to be provided.

Question 22

Approach Radar Control
6A.1 Approach Control may delegate to Approach Radar Control its functions for any aircraft according to circumstances. Before an aircraft is controlled or monitored by Approach Radar Control the following information must be supplied:

Answer 22

(1) Callsign, type, level, route, ETA (or position) and frequency;
(2) Expected approach time, if appropriate;
(3) Service required;
(4) Release and contact instructions issued by Area Control;
(5) Information on conflicting traffic;
(6) Actual time of departure of outbound aircraft.
6A.2 Approach Control may delegate the responsibility for co-ordination to Approach Radar Control.

Question 23

6B. Aerodrome Control

6B.1 At certain aerodromes, authority may be granted to Approach Control to delegate its functions to

Answer 23

Aerodrome Control for certain categories of IFR flights, operating in the
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vicinity of the aerodrome, providing the aerodrome controller holds an Approach Control rating valid for that aerodrome. Details of the extent of the permitted delegation will be published in MATS Part 2.

Question 24

Transfer of Communication
7A. Aerodrome Control
7A.1 Approach Control may instruct IFR flights to establish communication with Aerodrome Control (for the purpose of obtaining landing clearance and essential aerodrome information) when

Answer 24

the aircraft has become number one to approach and, for following aircraft, when they are established on final approach and have been provided with appropriate separation. Until such aircraft are flying with visual reference to the surface the responsibility for separation between them shall remain with Approach Control. Aerodrome Control shall not issue any instructions or advice that would reduce the separation established by Approach Control.

Question 25

VFR Flights

8.1 Approach Control shall retain all arriving VFR flights under its jurisdiction until

Answer 25

appropriate traffic information on IFR flights and other VFR flights has been issued and co-ordination effected with Aerodrome Control. A particular watch should be kept for situations where a VFR flight may approach the aerodrome in a sector in which other aircraft are letting down on an instrument approach aid, or where sequencing is in operation. D/F indications, where available, will assist in this respect. In these circumstances the pilot of the VFR flight should not be given clearance for a straight-in approach and should be advised to avoid the initial and final approach areas.

Question 26

Approach Control must ensure that VFR flights are transferred in sufficient time for

Answer 26

Aerodrome Control to pass additional information in respect of local traffic.

Question 27

Where Visual Reference Points (VRPs) are established outside controlled airspace, controllers should not

Answer 27

instruct aircraft to hold over such VRPs. This does not apply to VRPs established within controlled airspace where a known traffic environment exists. VRPs are established to assist ATC in routeing VFR traffic and, at the same time, integrate it with IFR flights. Controllers should not direct VFR traffic over VRPs unless the IFR traffic situation specifically demands this.

Question 28

When the reported meteorological conditions at aerodromes in Class D airspace reduce below the following minima, ATC shall advise pilots of aircraft intending to operate under VFR to or from such aerodromes, and request the pilot to specify the type of clearance required:

Answer 28

By day:
(1) Aircraft other than helicopters: ground visibility 5 km and/or cloud ceiling 1500 feet
(2) Helicopters: ground visibility 1500 m and/or cloud ceiling 1500 feet
By night:
(1) Aircraft including helicopters: visibility 5 km and/or cloud ceiling 1500 feet

Question 29

ATC shall not issue any further VFR clearances to aircraft wishing to operate under VFR to or from an aerodrome in Class D airspace or enter the aerodrome traffic zone or active aerodrome traffic circuit of an aerodrome in Class D airspace, when the ground visibility at the aerodrome is below:

Answer 29

By day (UK General Exemption ORS4 no. 1084):
(1) Aircraft other than helicopters: ground visibility 5 km
(2) Helicopters: ground visibility 1500 m
By night (UK General Permission ORS4 no. 1066):
(1) Aircraft including helicopters: ground visibility 5 km and/or cloud ceiling less than 1,500 feet. ((EU) 923/2012 SERA.5005(b)(1)&(2))

Question 30

Arriving Aircraft
9A. Terrain Clearance
9A.1 The assigned level in initial clearances to arriving aircraft should normally not be below the appropriate minimum sector altitude or, if this is not known, the highest minimum sector altitude. If a pilot is flying at, or has requested, a lower level or has confirmed that he is in a position to accept an ATC clearance at a lower level; a reminder of the highest sector altitude should be issued.

Answer 30

This instruction does not apply where altitudes to be assigned on particular routes have been specifically approved by the CAA.
9A.3 If a clearance is to be relayed to an arriving aircraft by personnel providing a FIS at an ACC, the approach controller shall include the minimum sector altitude in the clearance message passed to them.

Question 31

Released from Area Control
9B.1 Area Control shall pass estimates on and release inbound aircraft to Approach Control.
9B.2 Inbound estimates shall be passed at least 15 minutes prior to the arrival of the aircraft at the designated approach fix.
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9B.3 Release messages shall be passed to Approach Control in a timely manner as specified in MATS Part 2 and shall contain the following:

Answer 31

(1) Aircraft identity, type and SSR code (if applicable);
(2) Point of departure;
(3) Release point;
(4) Estimated time and level at the holding facility, or arrival time and level at the holding facility if the release is given after arrival;
(5) Expected Approach Time;
(6) Contact point.
9B.4 Area Control shall clear arriving aircraft to the holding facility if the flight is remaining within airspace Classes A to F, give instructions to hold if necessary and include an EAT in the clearance.
9B.5 Approach Control may issue any instructions to an aircraft released to it by Area Control. However, that aircraft must not be instructed to climb above, or stop its descent to, the level at the holding point agreed with Area Control and passed in the release message, without prior co- ordination with Area Control.

Question 32

Unless approved by the CAA, Area Control shall not release arriving aircraft to Approach Control at

Answer 32

FL195 or above. When such procedures are approved by the CAA, MATS Part 2 shall include details of the area in which aircraft may be released and the full details of the conditions under which the procedures may be used.
9B.7 After co-ordination with Approach Control, Area Control may clear an arriving aircraft to an aerodrome facility, or to a visual holding point, instead of the normal holding facility.

Question 33

Aerodrome Operating Minima
9D.1 Aerodrome Operating Minima are criteria used by pilots to determine whether they may land or take off from any runway at night or in IMC. Aerodrome Operating Minima in relation to take offs are the RVR and/or visibility, and if necessary, cloud conditions. For approach and landings, the Aerodrome Operating Minima consist of the decision height or minimum descent height, RVR and or visibility, and, if necessary, cloud conditions, as applicable for the type of approach.
9D.2 Aerodrome Operating Minima vary depending on:

Answer 33

(1) the type of aircraft and its navigation equipment;
(2) flight crew composition, competence, experience, and flight techniques used;
(3) runway dimensions and characteristics;
(4) availability and performance of visual and non visual ground aids
(5) obstacles in the approach, missed approach, and climb out areas;
(6) the obstacle clearance height for the instrument procedures;
(7) the means to determine and report meteorological conditions;
(8) special provisions pertinent to low visibility procedures.
9D.3 Controllers are not responsible for determining, passing or enforcing a pilot’s Aerodrome Operating Minima. However, in accordance with Section 6 Chapter 3, controllers should report any occurrence which they consider has endangered, or if not corrected would have endangered an aircraft, its occupants, or any other person.

Question 34

Information to Aircraft
9E.1 Except where an ATIS is employed as described at paragraph 11.7, after an arriving aircraft has placed itself under the control of Approach Control, the following information shall be passed as soon as practicable:

Answer 34

(1) Runway in use;
(2) Current meteorological information together with the time of observation:
(a) Surface wind direction (in degrees magnetic) and speed. The maximum wind speed should be included if it is 10 knots or more greater than the mean speed and the extremes in direction when the variation is 60 degrees or more and the mean speed exceeds 3 knots. Controllers should note that anemometers indicate magnetic direction but meteorological reports give wind direction in degrees true;
(b) Visibility;
(c) Present weather;
(d) Significant cloud amount and height of base;
(e) The appropriate barometric pressure setting as described in Section 1;
(f) Relevant information reported by pilots of other aircraft, e.g. vertical wind shear, severe icing, severe turbulence;
(g) Significant meteorological information, e.g. thunderstorms, hail;
(h) Warnings of marked temperature inversion;
(i) Any other relevant information;
(j) RVR according to the procedures in Chapter 3.
This information may be reduced to items (a), (e) and (f) when aircraft are below cloud flying in VMC and able to continue VMC to the landing;
(3) Current runway surface conditions when appropriate;
(4) Any changes in the operational status of visual and non-visual aids essential for approach and landing;
(5) LVP in operation.

Question 35

Aircraft which have received the information above must be kept informed of the following until they have landed:

Answer 35

(1) Significant changes in the meteorological and runway conditions;
(2) Further reports from other pilots;
(3) Further changes in the operational status of approach and landing aids;
(4) Implementation or cancellation of LVP.

Question 36

When controllers receive requests for meteorological information from pilots they must ensure that the information supplied conforms to the request, e.g. a report should not be given in place of a forecast.
10.2 As a general rule, controllers shall only transmit meteorological information that has been supplied, or agreed, by the Meteorological Office. The exceptions are:

Answer 36

(1) Indicated wind direction (degrees magnetic) and speed when anemometer indicators are fitted in the control room;
(2) RVR observations;
(3) Sudden or unexpected deteriorations which, in the interests of safety, a controller considers it advisable to warn aircraft of immediately and consult with the Meteorological Office afterwards;
(4) Information from an aircraft in flight may be passed to other aircraft when a controller considers that it may be useful to them. Whenever this is done the
controller shall state that the information originated from an aircraft in flight and the time at which the observation was made. Aircraft reports of meteorological conditions that affect safety, e.g. severe icing or severe turbulence, shall always be passed to other aircraft likely to be affected. Information on severe icing and/or severe turbulence is to be communicated as soon as possible to the duty meteorological forecaster who will decide whether the conditions warrant the issue of a special report;
(5) Cloud echoes observed on the situation display. The use of ATS surveillance systems for reporting and avoiding weather is described in Section 1, Chapter 6;
(6) Observations made at aerodromes by ATS staff who hold a meteorological observers certificate;
(7) Observations made at aerodromes without accredited observers (Meteorological Office staff or MET certificated ATS personnel) are not regarded as official reports. If transmitted to aircraft or disseminated beyond the aerodrome, the message must be prefixed by: “Unofficial observation from (name of aerodrome) at (time) UTC gives (observation)”.

Question 37

Observations of visibility and RVR passed to aircraft making an approach to land when the visibility is

Answer 37

less than 1500 m shall be recorded. Records shall be made available to the CAA on request.

10. 4 SIGMET messages should be relayed with the least possible delay to all aircraft likely to be affected, but without prejudice to the control of aircraft in flight.
11. 5 Meteorological information supplied by a Meteorological Office is described in Section 7.

Question 38

The ATIS message is intended to provide a pilot with a range of information to enable him to make a definite decision about his approach and landing or take-off. The ATIS message is transmitted on a published VHF broadcast frequency or selected VORs therefore reducing RTF loading. The message should, whenever practicable, not exceed 30 seconds.

Answer 38

If a departure ATIS is installed it may only be used by aircraft on the ground as the frequency has limited range protection. Combined arrival/ departure ATIS facilities have a greater frequency protection and so may be used both on the ground and in the air.
11.3 Each message is to be consecutively coded using the phonetic alphabet. A new message is to be broadcast whenever there is a significant change in any of the items comprising the message and controllers must pass such changes to pilots on the RTF until the new ATIS message is being transmitted and has been acknowledged. All altimeter settings transmitted in the broadcast must be individually identified.

Question 39

When rapidly changing weather conditions make it impracticable to include weather reports in the broadcast the ATIS message is to indicate that the information will be passed on the RTF.
11.5 In the case of a departure ATIS, controllers must obtain a read-back of all relevant altimeter settings contained in the broadcast, unless the setting will also be passed in association with start-up or taxi clearance.

Answer 39

Except where the broadcast includes a specific request to do so, pilots of departing aircraft need not acknowledge receipt of an ATIS message.

11. 7 Pilots of arriving aircraft are required to acknowledge receipt of the ATIS message on initial contact with Approach Control using the code letter allocated to the message. If a non-current code letter is used, or if receipt of ATIS is not acknowledged, Approach Control must pass the complete Information to Aircraft detailed in paragraph 9E.1.
12. 8 Comprehensive requirements for ATIS, including message elements, can be found in CAP 670 ATS Safety Requirements.

Question 40

Visual Approach
12.1 To expedite traffic at any time, IFR flights, either within or outside controlled airspace, may be authorised to execute visual approaches if the pilot reports that he can maintain visual reference to the surface and:

Answer 40

(1) the reported cloud ceiling is at or above the level of the beginning of the initial approach segment; or
(2) the pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.
12. 2 Controllers should not clear an aircraft for a visual approach when the RVR is less than 800 m. If a pilot requests a visual approach when the RVR is less than 800 m, controllers should inform the pilot that this type of approach is unavailable and request the pilot’s intentions.

Within controlled airspace, standard separation shall be effected between such aircraft and other IFR and/or Special VFR aircraft.

Question 41

Outside controlled airspace, IFR flights in receipt of any of the UK FIS may be authorised to conduct a visual approach. Responsibility for the provision of deconfliction advice and traffic information continues to be dictated solely by the service being provided. Continued ATS provision is subject to the following:

Answer 41

(1) Procedural Service. There is no requirement for controllers to change the level of service provided;
(2) Deconfliction Service. When flights carrying out visual approaches descend below the unit’s terrain safe level, controllers shall not provide Deconfliction Service, and should instead provide a Traffic Service;
(3) Traffic Service. Subject to maintenance of surveillance identity, there is no requirement to change the level of service provided;
(4) Basic Service. There is no requirement to change the level of service required.
12. 5 Where IFR flights are authorised to make a visual approach, pilots are to be informed of any recommended wake turbulence separation minima.
12. 6 Controllers shall exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain.

Question 42

Official instrument approach procedures are notified by the CAA. Pilots are normally expected to be conversant with these procedures, but in exceptional circumstances a pilot may request the information. When this request is made, or it is apparent that the pilot is not conversant with these procedures, the following information is to be transmitted.

Answer 42

(1) On initial contact:
(a) “This is the approach procedure for (aid) for category A aircraft. Final approach track (degrees)”;
(b) Arrival level (if necessary);
(c) Type of reversal manoeuvre including outbound track, length in time or distance, level instructions and direction of procedure turn where applicable.
(2) When aircraft commences final reversal: intermediate and final approach track, intermediate and final approach fixes together with level instructions, stepdown fixes and OCH;
(3) Missed approach point and missed approach procedure (when required).
13.2 Items (1)(b) and (1)(c) may be omitted for straight-in approaches.
13.3 If the pilot is copying down the information the whole procedure can be passed in one message.
13.4 Even if visual reference to the ground is established before completion of the approach procedure, the pilot will normally complete the whole procedure. At his request however,
he may be cleared to break-off the instrument procedure and carry out a visual approach. Separation from other traffic is to be provided unless the pilot cancels his IFR plan.

Question 43

Holding shall be accomplished in accordance with notified procedures. If the notified entry and holding procedures are not known to the pilot, the appropriate ATC unit shall describe the procedures to be followed.
14.2 Levels at holding facilities shall be assigned so as to permit aircraft to approach in their correct order. Normally the first aircraft to arrive over a holding facility should be at the lowest level with following aircraft at successively higher levels.

Answer 43

Departure times of aircraft from the holding facility shall be based on the desired time interval between aircraft landing. If the weather conditions are such that the pilot may encounter difficulty in completing the landing, the time interval may be increased to allow the first aircraft to land before the second aircraft commences descent of final approach.
14.4 If a pilot advises that he is unable to comply with Approach Control holding or communication procedures, alternative procedures requested by him should be approved if traffic conditions permit.

Question 44

The approach sequence shall be established in a manner which will facilitate arrival of the maximum number of aircraft with the least delay. However, priority in the approach sequence is to be given to certain aircraft as indicated in Section 1.
15.2 When airborne holding is needed and the delay is expected to be less than that requiring the issue of EATs, controllers shall

Answer 44

explicitly instruct pilots to hold (at the required exact reporting point) and provide the pilot with an estimate of the delay.

15. 3 When EATs are required, they shall be passed sufficiently in advance to permit pilots to arrange their flight paths accordingly.
16. 4 The first aircraft will descend from the lowest level of the holding stack and commence approach when instructed.
17. 5 The second aircraft in the approach sequence may be instructed to descend to the level previously occupied by the first aircraft, after the first aircraft has reported vacating it. If, however, severe turbulence is known to exist, the instruction shall be withheld until the first aircraft has reported at least 1000 feet below the vacated level.
18. 6 The second aircraft may be instructed to leave the holding facility and descend for approach when the required separation has been established between it and the preceding aircraft and reasonable assurance exists that a normal landing can be accomplished.

Question 45

Approach Control shall calculate EATs for aircraft likely to be delayed before commencing an intermediate approach.

Answer 45

Unless otherwise instructed controllers shall pass EATs to aircraft with whom they are in contact. EATs shall not normally be issued when the delay is expected to be less than 20 minutes. The statement “no delay expected” is only to be used if it genuinely reflects the situation. However, at the request of a pilot, controllers are to give a general indication of the likely delay based on the information available at that time.

Question 46

Holding for Weather Improvement

17. 1 Pilots of arriving aircraft may elect to hold for the weather to improve. In addition to passing routine weather reports, controllers are to advise pilots of other relevant meteorological information.
18. 2 The first aircraft to enter the holding pattern is to be advised, “no traffic delay expected”. No instruction to leave the holding facility shall be given until the pilot indicates his intention to attempt a landing.
19. 3 Subsequent aircraft entering the holding pattern shall be advised

Answer 46

“delay not determined (number) aircraft holding for weather improvement”. Controllers should establish the intention of any pilot if it has not already been stated.

17. 4 When a pilot wishes to make an approach he is to be given routeing instructions to enable him to descend clear of other traffic and return to the holding facility above other aircraft which have elected to make an approach. He is to be given an expected approach time relative to those aircraft and will take his place in the normal landing sequence.
18. 5 If aircraft are making approaches in poor weather conditions the possibility of missed approaches shall be considered. The lowest holding level at a convenient holding facility shall normally be kept vacant for such eventualities.

Question 47

Where marginal weather conditions exist or where the need for diversions is likely to arise due to the state of the aerodrome, traffic density, or for any other reason, controllers at aerodromes are to maintain the closest liaison with operating companies and the supervisor at the parent ACC. They shall pass, as often as necessary, the latest pertinent information so that diversions may be anticipated and not interrupt the smooth flow of air traffic.
18.2 When the need does arise, the controller concerned is to take the following action:

Answer 47

(1) Hold the aircraft in the vicinity of the aerodrome;
(2) Contact the ACC Watch Supervisor by telephone and advise him of the aerodrome selected for diversion, or if none selected, seek his advice as to the one most suitable;
(3) Obtain clearance instructions together with any other instructions to be passed to aircraft;
(4) Pass diversion messages to aircraft;
(5) If required, pass alternate aerodrome weather report;
(6) Advise the operating company or nominated addressee in accordance with the instructions in Section 1.

Question 48

Aerodromes Receiving Diversions

19. 1 When a controller is informed that aircraft are about to divert to his aerodrome, he shall ensure that full details are passed to the Aerodrome Operator.
20. 2 After a diverted aircraft has landed an arrival signal shall be sent to:

Answer 48

(1) the aerodrome of departure;
(2) the point of first intended landing;
(3) the ACCs serving the original planned route;
(4) LTCC Route charges section (EGTTYTYR).
19. 2 At aerodromes not open on a 24-hour basis, close liaison shall be maintained with the Aerodrome Operator and the parent ACC before watch is closed, if it is known that diversions are likely to be received. Details of the procedures for arranging extensions of watch will be agreed with the Aerodrome Operator and published in MATS Part 2.

Question 49

Departing Aircraft

20.1 ATC clearances issued by Approach Control shall specify any or all of the following:

Answer 49

(1) Turn after take-off;
(2) Track to make good before turning on to desired heading;
(3) Initial level to fly;
(4) Time, point, and/or rate at which changes of level are made.
20. 2 A clearance expiry time determined by Approach Control, when considering its own traffic, must not be later than that issued by Area Control.
20. 3 Outbound clearances issued by Area Control to Approach Control may not take into account the need for separation from any inbound aircraft that have passed the release point. This responsibility rests with Approach Control.

Question 50

Outbound clearances issued before inbound aircraft pass the release point shall take into account the need for separation of traffic except in cases where separation is automatically ensured by the use of fixed operating procedures, e.g.

Answer 50

SIDs, standing agreements, or the outbound clearance is qualified by a “Release subject your discretion” (RSYD) restriction.

Question 51

An RSYD restriction is intended to facilitate the overall expedition of traffic where Approach Control procedures may offer a more expeditious resolution of the confliction than Area Control procedures. In accepting an RSYD clearance the approach controller accepts the responsibility for the provision of separation between the outbound aircraft and the conflicting inbound or overflying aircraft. Before clearing the outbound aircraft for departure the approach controller must ensure that:

Answer 51

(1) he has received the release message on the inbound aircraft or full details of the overflying aircraft;
(2) he can provide the required separation.
(3) Before the outbound aircraft is transferred to Area Control the conflictions must have been resolved or co-ordination effected.

Question 52

Pilots of all aircraft flying instrument departures are required, on first contact, to inform the approach/approach radar controller of their callsign, SID designator (if appropriate), current or passing level and their cleared level. If the SID involves a stepped climb profile then the initial altitude/flight level to which the aircraft is climbing will be given

Answer 52

If the pilot does not provide the cleared level then controllers shall, without delay, either confirm that the crew are climbing to the correct initial level or clear the aircraft to climb to a higher altitude or flight level.

Question 53

Joining and Overflying Aircraft
21.1 When an aircraft requests permission to enter controlled airspace for the purposes of landing at the associated aerodrome or transiting the airspace, it may not be possible, for traffic reasons, to issue that clearance immediately.

Answer 53

In such situations controllers shall advise the pilot to remain outside controlled airspace, when to expect clearance and give a time check.