Departure Procedure-Seahorse Approach Control Procedure

As far as standard instrument departure (SID) is not introduced at SHE APT, SHE APP shall specify any or all of the following items in issuing departure clearance :

a) direction of take-off and turn after take-off;

b) heading or track to be made good before taking up the cleared departure track;

c) level to maintain before continuing climb to assigned level;

d) time, point and/or rate at which a level change shall be made; and

e) any other maneuver consistent with safe operation of the aircraft.

Departing traffic shall be cleared in such a manner that to be on en- route as soon as possible.

Departing aircraft may be expedited by suggesting a take-off direction which is not into the wind. It is the responsibility of the pilot-in- command of an aircraft to decide between making such a take-off or waiting for take-off in a preferred direction.

If departures are delayed, the delayed flights shall normally be cleared in an order based on their estimated time of departure (ETD), except that deviation from this order may be made to:

a) facilitate the maximum number of departures with the least average delay; and

b) accommodate requests by an operator in respect of that operator’s flights to the extent practicable.

SHE APP should, when practicable, advise aircraft operators or their designated representatives when anticipated delays are expected to exceed 30 minutes.

Onward Clearance Time (OCT)

In the event some aircraft are being held at BT NDB or TF NDB, the aircraft concerned shall, as soon as practicable, be given an expected onward clearance time. The aircraft shall also be advised if further holding at subsequent holding points is expected.

Note 1.— OCT is the time at which an aircraft can expect to leave the point at which it is being held (feeder point);

Note 2.— The actual time of leaving the holding fix will depend upon the approach clearance;

OCT is issued to ;

a) enable the pilot-in-command to determine whether to divert without delay or to hold;

b) enable the pilot-in-command to decide whether to absorb a specified period of notified terminal delay by cruising at reduced speed en-route or not;

c) form a basis on which action subsequent to a radio failure will be adopted.

Note.— The example of OCT calculation : GIA 240 (aircraft number 6 in the approach sequence) is held over TF NDB maintain 5 000 ft.; Elapsed time from TF NDB to BTF VOR/DME is 9 minutes; EAT aircraft number 5 is 0625; ATI : 6 minutes. The EAT for GIA 240 = 0625 + 6 = 0631. The onward clearance time for GIA 240 will be 0631 - 9 minutes = 0622 (see figure 12 below).

In case GIA 240 experiences communication failure and it got OCT, GIA 240 will leave TF NDB maintaining 6000 (for example)at 0623

Figure 12 Oct Calculation

Expected Approach Time (EAT)

EAT is the time at which ATC expects that an arriving aircraft, following a delay, will leave holding point to complete its approach for a landing.

Note.— The actual time of leaving the holding point will depend upon the approach clearance

 An expected approach time shall be determined for an arriving aircraft that will be subjected to a delay of 5 minutes or more.

The expected approach time shall be transmitted to aircraft as soon as practicable and preferably at first contact.

A revised expected approach time shall be transmitted to aircraft without delay whenever it differs from that previously transmitted by 5 minutes or more.

EAT is issued to ;

a) enable the pilot-in-command to determine whether to divert without delay or to hold;

b) enable the pilot-in-command to position his aircraft to take advantage of a final approach/instrument approach clearance without delay;

c) enable the pilot-in-command to decide whether to absorb a specified period of notified terminal delay by cruising at reduced speed en-route or not;

d) form a basis on which action subsequent to a radio failure will be adopted.

Initial approach clearance or holding instruction shall include an EAT if it is estimated that an aircraft will be required to hold at the holding point before it comes its final approach.

EAT and approach sequence shall be based on the ETA over BTF VOR/DME or SH NDB/LOC.

For the purpose of uniformity for calculating EAT, the following items should be taken into consideration :

Case 1 : When the first aircraft is able to descend directly to 3 000 feet over BTF VOR/DME or SH NDB/LOC :

a) EAT for the first aircraft which is not subject to delay will be specified as : NO DELAY EXPECTED;

b) EAT for the second aircraft will be ETA of the first aircraft over BTF VOR/DME or SH NDB/LOC added by the average time interval (ATI);

Note 1.— Average time interval (ATI) is the time duration taken by aircraft from the commencement of instrument approach until the last time the aircraft is expected to establish visual contact.

Note 2.— In calculating EAT for the second aircraft, time of entry of the first aircraft shall be considered;

  

Note 3.— ATI for :

a. VOR approach runway 16R is 7 minutes (derived from the flying time using speed 120 – 125 knots   4 DME = 2 minutes and 9.16 DME = 4 minutes and 30 seconds = 6 m 30 s rounded off upward = 7 minutes); and

b. ILS approach runway 34L is 6 minutes (derived from the sum of outbound time of base turn + turning + inbound time to SH NDB/LOC then plus flying time from SH NDB/LOC to DA/H).

c) EAT for the second aircraft will be ETA of the first aircraft added by the ATI and EAT for the subsequence aircraft will be the EAT of the preceding aircraft added by ATI (see figure 9 below).

Figure 9. EAT calculation for Case 1.

Case 2 : When the first aircraft is unable to descend directly to IAL but maintain at specified level until BTF VOR/DME or SH NDB/LOC (on reaching BTF VOR/DME or SH NDB/LOC the aircraft is able to descend to 3 000 fee).

a) EAT for the first aircraft which is not subject to delay will be pecified as : NO DELAY EXPECTED;

b) EAT for the second aircraft will be ETA of the first aircraft over the BTF VOR/DME or SH NDB/LOC added by the elapsed time of descent from the specified level to 3 000 feet and then added again by the ATI;

c) EAT for the subsequent aircraft will be EAT of the preceding aircraft added with the ATI (see figure 10 below).

Figure 10. EAT calculation for Case 2.

Case 3 : When the first aircraft is unable to descend directly to IAL but maintain at specified level until the departure/en-route aircraft has reached 5 minutes out of holding area (en-route aircraft is maintaining 1 000 feet below the arriving aircraft) :

a) EAT for the first aircraft will be the time of the en-route aircraft estimated to be 5 minutes out of holding area;

b) EAT for the second aircraft will be EAT of the first aircraft added by the elapsed time of descent from the specified level to IAL and added again by the ATI;

c) EAT for the subsequent aircraft will be EAT of the preceding added with the ATI (see figure 11).

Figure 11. EAT calculation for Case 3.

Speed assignment for aircraft proceeding from holding fix

Considering that one of the objectives of practical exercise is how to implement all types of separation contained in the Doc. 4444-501/AN – Air Traffic Management, it is necessary to re-arrange the speed

assignment for aircraft proceeding from holding point (BT/TF NDB) to IAF (BTF VOR/DME or SH NDB/LOC) in order to have the flying time 7 minutes or more.

Missed Approach

Missed approach for VOR approach runway 16R.

Missed approach procedure for VOR approach runway 16R is Climb to 3 000 feet and turn right return to BTF VOR/DME for another approach or as instructed by SHE APP, consequently the altitude3 000 feet over BTF VOR/DME shall be reserved until the aircraft executing instrument approach has positively reported that it has established visual contact.

Due to the missed approaching aircraft returns to BTF VOR/DME (the original instrument approach fix) for another approach and the succeeding aircraft will be cleared for approach after the preceding aircraft has established visual contact, in this case, the first aircraft will land number one, the second aircraft will be number two, and so on. This type of approach is named consecutive approach.

Missed approach for ILS approach runway 34L

 Missed approach for ILS approach runway 34L is Climb straight ahead proceed to BTF VOR/DME climb to 2 000 feet for further approach clearance or as instructed by SHE APP. Because of this maneuver, the altitude 3 000 feet over SH NDB may be assigned to succeeding aircraft after the preceding aircraft has reported leaving 3 000 ft. heading outbound.

Note.— When missed approaching aircraft has reached BTF VOR/DME 2 000 feet, the aircraft shall be climbed to 3 000 feet or above (depend on SHE APP decision) over BTF VOR/DME then be instructed to SH NDB/LOC for another approach. A new expected approach time (EAT) shall be passed to aircraft without delay.

Due to the missed approaching aircraft does not return to SH NDB/LOC and climb to 2 000 feet until BTF VOR/DME and the succeeding aircraft will be cleared for approach after the preceding aircraft has established visual contact or has executed missed approach, in this case, the second aircraft can be number one, and the first aircraft will be number two or something, and so on. This type of approach is named non-consecutive approach.

In the type of non-consecutive approach, there can be a situation where while the preceding missed approaching aircraft on climb processing over BTF VOR/DME, the succeeding aircraft executes missed approach. If so, further approach shall be disallowed until one or of both have returned to the holding point or have cleared the airspace for missed approach.

Aircraft carrying missed approach procedure shall be cleared as the procedure specified in instrument approach chart. However, if traffic condition permit or for expediting traffic, aircraft using runway 34L,missed approaching aircraft may be cleared to climb left turn to 3 000 feet return to SH NDB/LOC.

Note.— When there is assurance that missed approaching aircraft is instructed to return to SH NDB/LOC, SHE TWR just instruct the aircraft using phraseology : [C/S] STANDBY FURTHER INSTRUCTION. It means that the aircraft continues to execute the established missed approach procedure while waiting further instruction.

Holding procedures

General

In the event of extended delays, aircraft should be advised of the anticipated delay as early as possible and, when practicable, be instructed or given the option to reduce speed en route in order to absorb delay.

When delay is expected, BTF ACC shall be responsible for clearing aircraft to the holding fix, and for including holding instructions, and expected approach time or onward clearance time, as applicable, in such clearances.

After coordination with SHE TWR, SHE APP may clear an arriving aircraft to a visual holding location to hold until further advised by SHE TWR.

Location at which the pilot can determine by visual reference to the surface, if he is familiar with, it may be used as visual holding point. Points ALPHA and BRAVO may also be designated as visual holding point by SHE APP, provided that prior-coordination has been effected with SHE TWR.

Levels at a holding fix or visual holding location shall as far as practicable be assigned in a manner that will facilitate clearing each aircraft to approach in its proper priority. Normally, the first aircraft to arrive over a holding fix or visual holding location should be at the lowest level, with following aircraft at successively higher levels.

When extended holding is anticipated, turbojet aircraft should, when practicable, be permitted to hold at higher levels in order to conserve fuel, while retaining their order in the approach sequence.

If an aircraft is unable to comply with the published or cleared holding procedure, alternative instructions shall be issued.

For the purpose of maintaining a safe and orderly flow of traffic, an aircraft may be instructed to orbit at its present or at any other position, provided the required obstacle clearance is ensured.

Holding pattern and entry

Holding Pattern

Holding patterns in use within SHE CTR are as contained in the table 5 below.

Table 5

Holding patterns in use within SHE CTR

Holding entry

 Holding entry procedures are as seen on figures 5, 6 and 7 below and figures 8 on page 79).

a)     BTF VOR/DME :

- From AMBER and BT NDB : parallel entry

- From BURSA, COMET and : direct entry

- From DORIN and TF NDB :

Figure 5. BTF VOR/DME holding entry offset entry

b)    SH NDB :

- From BT NDB : offset entry

- From TF NDB and DORIN : direct entry

- From ECTOR : parallel entry

Figure 6. SH NDB/LOC holding entry

c) BT NDB :

- From SW NDB and AMBER : direct entry

- From BTF VOR/DME : parallel entry

- From SH NDB/LOC and ECTOR : offset entry

Figure 7. BT NDB holding entry

d) TF NDB :

- From BTF VOR/DME and BURSA : parallel entry

- From COMET, CORAL and DORIN : direct entry

- From SH NDB/LOC : offset entry

Figure 8. TF NDB holding entry

Holding instruction

Holding instruction shall be issued as early as possible, normally at the time an aircraft makes the initial contact and shall not be later than 3 - 5 minutes before aircraft estimated to arrive holding fix to permit the pilot to arrange his/her flight to join holding pattern in accordance with the entry procedure without delay.

Instruction to aircraft for holding shall be issued in the following circumstances :

a) for approach sequence;

b) for separation purposes;

c) when due to weather (waiting for improvement); or

d) when due to other reason (runway is blocked, etc.)

Holding for weather improvement

Adverse weather condition on SHE aerodrome shall be relayed to allaircraft, preferably at the earlier time.

For the first aircraft to arrive holding point or enter holding pattern shall be advised using the phraseology : NO DELAY EXPECTED

Subsequent aircraft entering holding pattern, shall be advised using the phraseology : DELAY NOT DETERMINED…… (number) AIRCRAFT HOLDING FOR WEATHER IMPROVEMENT, REQUEST YOUR INTENTION

When a pilot holding above other traffic wishes to make an approach, while the lower aircrafts intend to hold for weather improvement, the aircraft desiring to hold shall be given with instruction to proceed to BT NDB or TF NDB and be given with onward clearance time (OCT).

If an attempt to execute a landing is not successful, SHE APP shall provide route instruction to the aircraft. Climb instruction shall be given as appropriate.

The possibility of missed approach shall be considered whenever aircraft making approach in adverse weather condition. The lowest holding altitude at the convenient holding point shall normally be kept vacant for such eventuality.

Approach Sequence

 The approach sequence shall be established in a manner which will facilitate arrival of the maximum number of aircraft with the least average delay.

Aircraft approaching aerodrome are considered to have priority for approach in which they are estimated to arrive over the holding point associated with the instrument approach. The first aircraft to arrive over the holding point should be at the lowest level with the following aircraft at successively higher level.

The sequence in which aircraft will approach shall be established before the aircraft reach the transfer point (planning ahead).

Priority shall be given to:

a) aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, shortage of fuel, etc.);

Note.— The first priority shall only be given if the flight crew has reported emergency message preceded by the word MAYDAY

MAYDAY MAYDAY.

b) hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention;

Note.— The first priority shall only be given if the flight crew has reported urgency message preceded by the word PANPAN

PANPAN PANPAN.

c) aircraft engaged in search and rescue operations; and

d) other aircraft as may be determined by the appropriate authority.

Note 1.— For military aircraft, pursuant to the Memorandum of Understanding between the Ministry of Transportation and the Ministry of Defense and Security, will be handled as civilian aircraft, except when there is a special letter or notification from the Ministry of Defense and Security

Note 2.— For VIP flight will only be handled in accordance with the rules and procedure for VIP Flight Operation when there is a NOTA containing the VIP flight activities, including the duration of closing of aerodrome.

Note 3.— The Presidential flight is usually treated as VIP flight where special handling is exercised, such as closing the aerodrome for any period of time (there may be a welcome ceremony, etc). However, even though there is a VIP flight, if there is an emergency aircraft, the latter shall have the priority over the VIP flight.

For VOR approach runway 16R, the succeeding aircraft shall be cleared for instrument approach when :

a) the preceding aircraft has reported that it is able to complete its approach without encountering instrument meteorological conditions (visual contact); or

b) the preceding aircraft is in communication with and sighted by SHE TWR and reasonable assurance exist that a normal landing can be accomplished. .

For ILS approach runway 34L, the succeeding aircraft shall be cleared for instrument approach when :

a) the preceding aircraft has reported that it is able to complete its approach without encountering instrument meteorological conditions (visual contact); or

b) the preceding aircraft is in communication with and sighted by SHE TWR and reasonable assurance exist that a normal landing can be accomplished; or

c) the preceding aircraft has reported that he/she executes missed approach procedure.

 In establishing the approach sequence, the need for increased longitudinal spacing between arriving aircraft due to wake turbulence shall be taken into account.

If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement, or for other reasons, such action shall be approved. However, when other holding aircraft indicate intention to continue their approach to land, the pilot desiring to hold should be cleared BT NDB or TF NDB and be given with onward clearance time (OCT). Alternatively, the aircraft should be given a clearance to place it at the top of the approach sequence so that other holding aircraft may be permitted to land. Coordination shall be effected with BTF ACC, when required, to avoid conflict with the traffic under the jurisdiction of BTF ACC.

When establishing the approach sequence, an aircraft which has been authorized to absorb a specified period of notified terminal delay by cruising at a reduced speed en route, should, in so far as practicable, be credited with the time absorbed en route.

 In case there is an aircraft which sensitive to high fuel consumption at low levels, he shall be permitted to hold at relatively higher level without losing his order in the sequence. The lower aircraft may be cleared to BT NDB/TF NDB for holding to give way the aircraft which sensitive to high fuel consumption.

An aircraft on holding stack may be cleared to descend to lower level after the lower aircraft has reported vacating it, except when severe turbulence is known to exist.

Note.— The controller must bear in mind that when different types of aircraft are operating in close proximity, a rate of descent within the scope of the slower aircraft is used as a common rate of descent for both aircraft.

Transfer of communications of IFR flight from SHE APP to SHE TWR shall be effected at BTF VOR (heading inbound to final approach) when the runway-in-use is 16R and at SH NDB (heading inbound to final approach) when the runway-in-use is 34L