Radar Approach Course PDF

ICAO Fellowship Program
Radar Approach Control
Korea Airports Corporation

Civil Aviation Training Center
Instructor/Self introduction
 ATC BACKGROUND
1984.3 ~ 1988.9
- AREA CONTROLLER (ROKAF)
1990.9 ~ 2009.7 (MOT)

- AERODROME CONTROLLER
Name: - RADAR APP CONTROLLER
Lee, Chang-sung(Peter ) - SUPERVISOR CONTROLLER
Position: (TWR, APP CONTROL)
ATC Instructor
Contact:
82-10-9042-2103 2009.7.13 ~
E-mail: - ATC INSTRUCTOR
atclee@airport.co.kr
2
Completion of International course
 Radar Approach Control(FAA Academy, USA)

2001.12.09 ~ 2001.12.23
 English for Aviation(Oklahoma State University, USA)
2005.03.15 ~ 2005.04.22
 Instructional Design(IATA, KCATC)
2009. 11.23 ~ 2009.11.27
 Instructional Techniques(IATA, KCATC)
2009. 11.30 ~ 2009.12.04
 Approach control(Surveillance) course(SAA Academy, Singapore)
2011. 02.21 ~ 2011.04.01
 Procedures for Air Navigation Services-Operations(FAA, USA)
2012. 04.02 ~ 2012.05.04
3
Table of Contents
CHAPTER 1 RADAR SYSTEMS … 6
CHAPTER 2 RADAR TRACKING SYSTEMS … 31
CHAPTER 3 ATC TRANSPONDER SYSTEMS … 54
CHAPTER 4 RADAR IDENTIFICATION … 82
CHAPTER 5 RADAR SEPARATION … 113
CHAPTER 6 RADAR VECTORING … 135
4
Table of Contents
CHAPTER 7 SPEED CONTROL … 133
CHAPTER 8 RADAR DEPARTURE … 173
CHAPTER 9 RADAR APPROACH … 205
CHAPTER 10 TRANSFER OF RADAR CONTROL … 229
CHAPTER 11 RADAR PRIORITY … 252
CHAPTER 12 EMERGENCY … 280
5
CHAPTER 1
RADAR SYSTEMS
6
INTRODUCTION
 In a procedural environment, controllers must use their imagination to

visualize airspace for which they are responsible. Controllers Must rely on
pilot reports to determine the position of aircraft and identity areas of
adverse weather.
 Radar provides an accurate visual depiction of aircraft, weather, and map
information in the controller’s area of responsibility
7
INTRODUCTION (continued)
Purpose This lesson provides information about how primary and
secondary radar systems work. The advantages and
disadvantages of both radar systems and the components of
radar display will be explained.
At the conclusion of this lesson you will identify:
Lesson
Objectives 1. Primary and secondary radar terms and standards
2. Primary and secondary radar system components
3. Selected features and functions of primary radar systems
4. Advantages and disadvantages of secondary radar systems
Overview This lesson includes the following topics:

⊙ Radar
⊙ Prmary/secondary radar system
⊙ Features of radar display
⊙ Radar standards
8
RADAR
Terms and - Radar. A radio detection device which provides
Definitions  information on range, azimuth and/or elevation of objects.
Primary radar. A radar system which uses reflected radio

signals.
Primary surveillance radar(PSR). A surveillance radar

system which uses reflected radio signals.
Position indication. The visual indication, in non-symbolic

and/or symbolic form, on a situation display, of the
position of an aircraft, aerodrome vehicle or other object.
9
PRIMARY RADAR SYSTEM
How primary ⊙ A primary radar system sends out a signal which is reflected
Radar Works by anything with mass
⊙ The primary radar signal a pulse of radio energy similar to

and x-ray or visible light
⊙ This reflected signal is timed, processed, and presented on a

radar display
(CLASS NOTE : Primary radar DOES NOT require any

cooperative radio equipment in an aircraft)
10
11
Components The four major components of primary radar system are:
of Primary ⊙ Transmitter
Radar ⊙ Antenna
⊙ Receiver
⊙ Radar Display
12
Transmitter ⊙ The transmitter generates a pulse of radio energy
13
Antenna ⊙ The antenna focuses, broadcasts, and collects reflected

radio energy
14
Receiver ⊙ The receiver processes reflected radio energy
15
Radar Display ⊙ The radar display depicts the position and movement of
objects which have reflected radio energy
16
Feature of Important feature which improves primary radar presentation is:

Primary Radar ⊙ Moving Target Indicator(MTI)
Moving Target Indicator(MTI) is an adjustable feature on most

Moving Target
Indicatior primary radar systems which reduces or eliminates un desired
stationary echoes caused by trees, buildings, or other objects
(ground clutter)
17
How MTI Affects

Ground Clutter
18
MTI ⊙ An MTI advantage is that it displays ONLY objects in

Advantage motion
(CLASS NOTE: In addition to aircraft, objects in motion
may include trees blowing the wind, vehicles and fast-
moving weather systems
19
Blind Zone ⊙ The blind zone is the area directly above the antenna that is
NOT include in the signal pattern
⊙ Primary radar signals are directed up and away from the

antenna site resulting in a bowl-shaped pattern of radar
coverage
⊙ Aircraft flying directly over the antenna will disappear from

the radar display while in the blind zone
20
Blind Zone
21
SECONDARY RADAR SYSTEM
Terms and - Secondary radar. A radar system wherein a radio signal
Definitions  transmitted from the radar station initiates the
transmission of a radio signal from another station.
Secondary surveillance radar (SSR). A surveillance radar

system which uses transmitters/receivers (interrogators)
and transponders.
22
Terms and - Interrogator. A ground-based transmitter/receiver.
Definitions 
Transponder. An aircraft-based receiver/transmitter which
replies to interrogators.
Decoder. A device in the video circuitry between the

interrogator and radar display used to decipher signals
received from transponders.
23
Components The secondary radar system consists of five major components
of Secondary ⊙ Interrogator
Radar ⊙ Antenna
⊙ Transponder
⊙ Decoder
⊙ Radar display
24
Interrogator ⊙ The interrogator generates discrete radio signals which are
sent to the antenna for broadcast
⊙ These radio signals request ALL transponders on the
selected mode to reply
25
Antenna The secondary antenna:
⊙ is mounted on the top of the associated primary antenna
⊙ broadcast radio signals
26
Transponder ⊙ The transponder automatically receives broadcast signals
and selectively with a specific code to those interrogation on
the mode to which it is set
⊙ The transponder reply is received by the antenna, sent to the
interrogator and relayed to the decoder
27
Decoder ⊙ The decoder processes transponder replies and sends them
to the radar display
28
Advantage of Some advantages of secondary radar are:

Secondary ⊙ Longer range
Radar
⊙ Radar responses are NOT hidden by weather or ground
clutter
⊙ Aircraft can be identified rapidly, with a mimimum of
radiotelephony (RTF) transmissions
Disadvantage Some disadvantages of secondary radar are:

of Secondary ⊙ ONLY displays aircraft with transponders
Radar ⊙ DOES NOT provide weather information
29
IN CONCLUSION
Lesson This lesson continues with :

Summary
⊙ Lesson Review
• Radar
• Primary Radar System
• Secondary Radar System
• Advantages/disadvantages of Primary Radar System
• Advantages/disadvantages of Secondary Radar System
30
CHAPTER 2
RADAR TRACKING SYSTEMS
31
INTRODUCTION
Purpose In this lesson, you will learn about the basic components of air
traffic control tracking systems and these systems improve
radar service to pilots.
Lesson At the conclusion of this lesson you will identify:

Objectives 1. Selected terms and standards used with radar tracking
systems
2. Major components and functions of automated radar
tracking systems
3. Features of radar presentations and data blocks
In this lesson you will discuss:

Overview ⊙ Automated Radar Tracking Systems
⊙ Situation Display
⊙ data blocks
32
AUTOMATED RADAR TRACKING SYSTEMS
Automated Radar Tracking Systems match aircraft
ARTS  position indications with computerized flight plan data to
label and follow the movement of aircraft on the radar
display
Components Automated Radar Tracking Systems have two major

components:
⊙ Radar Data Processor (RDP)
⊙ Flight Data Processor (FDP)
33
AUTOMATED RADAR TRACKING SYSTEMS (cont’d)
RDP ⊙ The Radar Data Processor (RDP) performs two
Functions functions:
• Converts radar data (range, azimuth, elevation,
transponder code) on each aircraft to a
computer format
• Forwards the information to the FDP for further
processing
☞ Note: All radar data is updated by the RDP each

time the antenna rotates.
⊙ Flight Data Processor (FDP) performs three functions:

FDP
• Collects and stores information in computer files
Functions
• Performs calculations
• Sends computer information to the radar display
34
Performing ⊙ The Flight Data Processor uses computer files to

Calculations perform a variety of calculations, including:
• Ground speed
• Flight path
• Conflicts
• Flight data cross checks
• Transponder code cross checks
35
Ground • The FDP calculates aircraft speed across the ground

Speed By speed monitoring the distance traveled in a given time
Flight Path • FDP calculates projected changes in aircraft position
KOREA-CATC 36
Data Storage ⊙ Flight Data Processor (FDP) stores data in computer files
for each aircraft position indication and associated flight
plan based upon information from:
• RDP
• Other computers
• Controller input devices
☞ Note: Think of a computer files as a

computerized "envelope" used to collect and store
information being received from several sources. These
files are often called track files.
37
38
⊙ Ground speed, flight path, and altitude projections are

Conflict
used by Flight Data Processor (FDP) to calculate potential
Calculations
Conflicts
• Between aircrafts, or
• Between aircraft and terrain
Aircraft • FDP calculates projected flight paths, altitude, and

Conflicts ground speeds to detect potential conflicts
• FDP alerts the controller when potential conflicts occur
39
Aircraft and • FDP calculates projected conflict between aircraft and
Terrain terrain
Conflict • FDP alerts the controller when potential conflicts occur
Flight Data • Flight Data Processor (FDP) continuously cross-checks

Cross-Check stored flight data in each computer track file against Radar Data
Calculations Processor information
• FDP alerts the controller when certain data fails to match
40
Transponder • FDP cross-checks the transponder code assigned by

the computer with the code that is transmitted by
Code Cross-
the aircraft
Check - FDP also cross-checks the projected flight path
- FDP alerts the radar controller if the two codes do
NOT match
41
Sends ⊙ After collecting, storing, and making necessary

Information to calculations, the FDP sends computer information to
The Radar the radar display
Display
42
Review Review the following information.

⊙ Automated Radar Tracking Systems have two basic
components:
• RDP (Radar Data Processor)
• FDP (Flight Data Processor)
⊙ RDP supplies radar information about aircraft from the
antenna through the processor
⊙ FDP supplies flight plan information about aircraft from
controller input through the computer
⊙ Together, the RDP and FDP data form computer files
⊙ Computer file information is processed by the FDP for
presentation on the radar display
43
SITUATION DISPLAY
Situation Display. An electronic display depicting the
Situation 
Display - position and movement of aircraft and other information as
Definition required
⊙ Situation display providing information shall, as a

minimum, include:
- position indication
- map information
- information concerning identity and level (where
available)
44
SITUATION DISPLAY(cont’d)
⊙ The following shall be presented in a clear and concise
Situation 
Display manner:
- reserved SSR codes
- operation of IDENT
- safety-related alerts and warnings
- information related to automated coordination
45
DATA BLOCKS
Data Block A data block is a display of information associated with

an individual position symbol which follows the
movements of that symbol through automated radar
tracking.
Types of Data The two most common types of data blocks are:
Blocks ⊙ Full data block
⊙ Limited data block
46
DATA BLOCKS
Full Data • Displays all pertinent information needed by the radar

controller for monitoring aircraft and issuing ATC
Block
instructions
Limited Data • Displays only partial information, such as the altitude

Block and transponder code
0500
040
47
DATA BLOCKS
Features of an The features of an Approach Control Full Data Block are:

Full
⊙ Leader line
Data Block
⊙ Aircraft Identification
⊙ Altitude
⊙ Ground speed
⊙ Miscellaneous data
⊙ Type aircraft
⊙ Special character fields
48
DATA BLOCKS
Leader Line • Connects the Control Position Symbol to the associated data
block
Aircraft • First line of data block

Identification • Full call sign of the aircraft
49
DATA BLOCKS
• Measured above sea level (QNH)
Altitude • Displayed in hundreds of feet
052 = 5,200 feet above sea level
• Based on altitude encoding data from the aircraft
transponder
Ground • Measured in knots

Speed • Displayed in three digit numbers
50
DATA BLOCKS
Miscellaneous • May be changed by the controlling position

Data
Type of • Limited to 4 characters (letters/numbers)

Aircraft
51
DATA BLOCKS
Features of ⊙ Arrival/Departure List
An Approach
Display
(Example)
⊙ Coast/suspend list
⊙ Systems Data Area
• Time
• Altimeter
• Miscellaneous Information
• Selected transponder codes
• Low altitude/conflict alert list
⊙ Preview area
52
IN CONCLUSION
Lesson This lesson continues with:

Summary
⊙ Lesson Review
• Automated Radar Tracking Systems
• Radar display presentations
• Data blocks
53
CHAPTER 3
ATC TRANSPONDER SYSTEMS
54
INTRODUCTION
55
INTRODUCTION (cont’d)
Purpose This lesson provides information about the Air traffic

transponder system, its mode and code assignments, and
pilot and controller requirements.
Lesson At the conclusion of this lesson, you will state:

Objectives 1. Selected terms and standards
2. Functions of transponder modes and codes
3. Transponder code assignment features
4. Transponder code assignment and termination
phraseology In compliance with ICAO Documents 4444
PANS-ATM, Annex 10, 9426, and 8168.
56
Overview This lesson includes the following topics :
⊙ Transponder modes
⊙ Transponder codes
⊙ Transponder operation requirements
⊙ Transponder activation/Suspension
⊙ Special transponder functions/Codes
57
TRANSPONDER MODES
Mode Mode. The conventional identifier related to specific

functions of the interrogation signals transmitted by an SSR
-Definition 
interrogator.
58
TRANSPONDER MODES (cont’d)
ATC ⊙ Six transponder modes are used by aircraft throughout

Modes the world:
 Military aircraft use Modes 1,2, and 3
 Civil aircraft use Modes A, C, and S
⊙ Additional modes such as B and D will be developed as
needed
Mode A Mode A aircraft identification is the basic Air

Aircraft Traffic Control (ATC) mode and is used for
Identification
identification of aircraft.
59
Mode A
Aircraft
Identification
☞ Note: Because military aircraft use a corresponding

mode known as Mode3, Mode A is sometimes referred to as
Mode 3/A.
60
Mode C Mode C is used to automatically obtain Pressure-
Pressure- altitude information.
Altitude
Mode S is a transponder system which permits aircraft

Mode S identification reporting and other standard length data link
communications from ground to air and air to ground
61
⊙ Aircraft may be equipped to respond to a variety of
Transponder
modes simultaneously
Equipment
⊙ ICAO has established 1-letter characters to identify the
- Identifiers
type of transponder equipment on each aircraft
⊙ mode C is NEVER installed alone. It is ALWAYS
combined with either:
• Mode A, or
• Mode S
Character Nil Mode A Mode C Mode S

N X
A X
C X X
X X
P X X
I X X
S x X x
62
SSR ⊙ One character is used to describe the serviceable SSR
Equipment equipment carried:
N Nil
A Transponder Mode A (4 digits-4,096 codes)
C Transponder Mode A (4 digits-4,096 codes) and
Mode C
Transponder Mode S without both aircraft
X identification and pressure-altitude
transmissions
Transponder Mode S, Including pressure-altitude
P transmission, but no aircraft
identification transmission
Transponder Mode S, Including aircraft identification
I transmission, but no pressure-altitude
transmission
Transponder Mode S, including both pressure-
S altitude and aircraft identification
transmissions
63
Transponder ⊙ Pilots will normally list the type of transponder when
Equipment filing a flight plan, or
- Identifiers ⊙ The controller may also request type of transponder
(Cont’d) information:
Phraseology “ADVISE TYPE OF TRANSPONDER”
64
Review Character Nil Mode A Mode C Mode S

N X
A X
C X X
X X
P X X
I X X
S x X x
♣ QUESTION:
In the chart above, which transponder
characters indicate that an aircraft has automatic
pressure/altitude reporting capabilities?
65
DISCRETE/NONDISCRETE CODES
Code Code. The number assigned to a particular multiple pulse
 reply signal transmitted by a transponder in mode A or mode
- Definition
C.
Code ⊙ Mode A transponders reply to ground-based interrogation by
- Blocks means of 4-digit code responses
These responses are divided into two blocks:
NONDISCRETE DISCRETE
64 CODES 4,096 CODES
0000-0700 0000-0777
1000-1700 1000-1777
2000-2700 2000-2777
3000-3700 3000-3777
4000-4700 4000-4777
5000-5700 5000-5777
6000-6700 6000-6777
7000-7700 7000-7777
66
DISCRETE/NONDISCRETE CODES (cont’d)
Code ⊙ The numbers 8 are 9 are NOT usable within a
- Limitations transponder code due to equipment limitations.
☞ Note: Although aircraft transponders are capable of

transmitting four separate digits of code, some radar
tracking systems are limited to 64 codes because the
computer can process, track, and display ONLY two digits
of code.
Nondiscrete ⊙ Called nondiscrete codes because the limited number of

Codes codes available often require the same code to be
assigned to more than one aircraft simultaneously
⊙ The first two digits contain combinations of numbers
from 00 through 77
⊙ The last two digits in the nondiscrete code block are
ALWAYS 00
67
DISCRETE/NONDISCRETE CODES (cont’d)
Discrete ⊙ The large number of discrete codes(4,096) allows each

Codes flight to be assigned a unique four-digit transponder code
⊙ 4-digits discrete codes begin with 0000 and increase to
7777
68
TRANSPONDER OPERATION REQUIREMENTS
⊙ When an aircraft carries a serviceable transponder, the pilot
Pilot
SHALL operate the transponder at all times during flight.
Requirements
⊙ The pilot SHALL continuously operate serviceable Mode
C equipment UNLESS otherwise directed by ATC.
⊙ Except in an emergency, the pilot SHALL operate the
transponder on the modes and codes issued by ATC.
(Note: Codes are assigned and displayed to the controller by
the tracking system computer based on the aircraft
transponder equipment identifier and the type of radar
service requested.
⊙ In the absence of any ATC direction or regional
agreements, the pilot SHALL operate the transponder on
Mode A, Code 2000.
KOREA-CATC
69
TRANSPONDER OPERATION REQUIREMENTS
(cont’d)
⊙ Keep transponder code changes to a minimum necessary to

Controller
Requirements meet ATC needs.
⊙ ONLY assign codes in accordance with procedures
provided by the appropriate ATS authority
⊙ Verify codes assigned to aircraft at the earliest
opportunity.
70
TRANSPONDER ACTIVATION/SUSPENSION
⊙ The assignment of a transponder code will alert the pilot to activate
Mode A the Mode A transponder.
- Activation
"SQUAWK 0415"
☞ Note: The term "Squawk" was first used by the
Phraseology military when code words were used to fuse "unauthorized"
listeners. The transponder was code-named "Parrot".
When the transponder was activated, the parrot "squawked".
71
(cont’d)
Mode A ⊙ To request the temporary suspension of Mode A
– suspension operation, the pilot SHALL be instructed to:
Phraseology "SQUAWK STANDBY ” or

“ STOP SQUAWK THREE” (military aircraft)
72
(cont’d)
Wrong Code ⊙ After a pilot has been directed to operate the
or No Code transponder on a specific code and the observed reply
Reply is different than the assigned code, the pilot SHALL be
requested to recycle (reselect) the assigned mode and
code.
Phraseology "RECYCLE (mode) (code)“
⊙ Pilots may also be requested to confirm the mode and

code selected on the transponder.
Phraseology "CONFIRM SQUAWK"
73
(cont’d)
Mode C ⊙ To request the transmission of pressure-altitude

-Activation information (Mode C):
Phraseology "SQUAWK CHARLIE"
74
(cont’d)
Mode C ⊙ To stop the transmission of pressure-altitude

- Suspension information:
Phraseology “STOP SQUAWK CHARLIE"
75
SPECIAL TRANSPONDER FUNCTIONS/CODES
(cont’d)
Special
Special Position Identification (SPI) is a transponder
Position
 function used for rapid identification of aircraft already
Identification
(SPI) squawking a code.
-Definition
Special ⊙ SPI indications vary depending upon the tracking system

Position in use or the absence of tracking information
Identification ⊙ Sometimes referred to as the "Ident" feature
(SPI)
⊙ Does NOT require a code change
⊙ Pilot depresses a control button on the transponder and
a special signal is transmitted for 15 seconds
76
(cont’d)
Code 2000 ⊙ Reserved by ICAO for aircraft which have NOT been
assigned a transponder code by ATC units
77
(cont’d)
Code 7700 ⊙ Reserved by ICAO for aircraft in emergency situations

⊙ Code 7700 may be selected by the pilot or assigned by
ATC units after an emergency situation has been
determined to exist
78
(cont’d)
Code 7600 ⊙ Reserved by ICAO for aircraft experiencing radio

communications failure
how do you read?
79
(cont’d)
Code 7500 ⊙ Reserved by ICAO for aircraft being subjected to

unlawful interference
80
IN CONCLUSION
Lesson This lesson continues with :

Summary
⊙ Lesson Review
• Transponder modes
• Transponder codes
• Transponder operation requirements
• Transponder activation/Suspension
• Special transponder functions/Codes
81
CHAPTER 4
RADAR IDENTIFICATION
82
INTRODUCTION
Purpose This lesson provides procedures and responsibilities for

establishing and maintaining radar identification. Procedures
for Mode C confirmation are also explained.
83

Objectives
1. Radar identification terms and standards
2. Radar identification procedures and phraseology
3. Procedures for handling questionable radar identification
4. Mode C verification procedures and phraseology In
compliance with ICAO Documents 4444 PANS-ATM.
84
⊙ Radar identification
⊙ Primary/Secondary radar identification procedures
⊙ Procedures for handling questionable identification
⊙ Mode C confirmation procedures
85
RADAR IDENTIFICATION
Radar Radar service is any assistance provided by a radar
Service controller to ensure safe and efficient flight based on
information presented on the radar display.
⊙ Radar services include:

• Navigational guidance
• Flight monitoring
• Emergency assistance
86
RADAR IDENTIFICATION (cont’d)
Radar Radar contact. The situation which exists when the radar
Contact  position of a particular aircraft is seen and identified on a
- Definition situation display
⊙ Before providing radar service, radar contact SHALL

Controller be established.
Responsibilities
⊙ Radar contact SHALL be maintained until radar
service is terminated.
⊙ Inform aircraft of radar identification prior to the
issuance of any instructions or advise based on the
use of radar.
⊙ Advise aircraft when radar contact is lost.
87
RADAR IDENTIFICATION (cont’d)
Identification Identification. The situation which exists when the

- Definition  position indication of a particular aircraft is seen on a
situation display and positively identified.
88
RADAR IDENTIFICATION PROCEDURES
Radar ⊙ Radar controllers use several identification procedures,

Identification independently or combined, to identify an aircraft on the
Procedures radar display.
⊙ The purpose of each procedure is to ensure positive

correlation between aircraft position indication on the
display and the aircraft being identified.
• Departure
• Position correlation
• Identifying turn
89
RADAR IDENTIFICATION PROCEDURES (cont’d)
Departure ⊙ A departing aircraft may be identified when aircraft position

indication is observed within 1 mile (2 km) from the end of
the departure runway
Phraseology “(call sign), IDENTIFIED”

☞ Note: Runway MUST be depicted on the radar
display.
90
Position ⊙ The position correlation procedure is used when an aircraft’s

reported position over or in relation to a “prescribed point” on
Correlation
the radar map correlates with a particular position indication,
and
⊙ The observed track is consistent with the pilot’s reported
path or heading
☞ Note: “Prescribed point” refers to a geographical point

designated by the appropriate authority as suitable for radar
identification purposes. It is normally a reporting point
defined by reference to a radio navigation aid(NAVAID) or
aids, but it may be a prominent landmark.
☞ Note: “Correlate” means cross checking for agreement

between what appears on the radar display and what the
pilot reports.
91
Position ⊙ Caution MUST be used with this procedure since an

Correlation aircraft's reported location might NOT always
(Cont’d)
coincide exactly with the position depicted on the
display.
• Therefore, the appropriate authority may prescribe
specific limits on the use of this procedure, including
level above which it may NOT be applied and the
distance from the radar site above which it may NOT
be applied.
92
Position
Correlation
(Cont’d)
heading three five
Phraseology “(call sign), IDENTIFIED”
93
Identifying ⊙ An aircraft may be identified using the identifying

Turn
Turn procedure by instructing the pilot to make a
turn of 30 degrees or more and observing a
correlated change in position indication's track on the

radar display
☞ Note: A turn of less than 30 degrees may not be

observable.
94
Phraseology “(call sign), REPORT HEADING”
“(call sign), FOR IDENTIFICATION TURN (left/ right)

HEADING (three digits)”
When compliance is observed:
“(call sign), IDENTIFIED (position)”
⊙ Always state the aircraft’s position when using any

identification procedure other than departure or
position correlation
95
Identifying ⊙ This chart describes the Identifying Turn procedure

Turn (Cont’d)
Step Action Phraseology
1 Determine initial heading. “(call sign) REPORT

HEADING”
Observe track and correlate
2 with heading reported by
pilot
Ensure that aircraft is within
3 your airspace and at a safe
altitude.
Issue turn of at least 30 “(call sign) FOR
degrees that will keep IDENTIFICATION,
4 aircraft in your airspace. TURN (L or R)
HEADING (three
digits)”
Correlate movement of
5 ONLY ONE aircraft with your
instruction.
6 Identify the aircraft.
96
SECONDARY RADAR IDENTIFICATION
PROCEDURES
Secondary ⊙ There are three procedures for secondary radar

Radar
identification. The controller MUST state the aircraft’s
Identification
position at the time of initial contact when using any
of these secondary radar identification procedures:
• Ident
• Change Code/Mode
• Squawk Standby
KOREA-CATC 97
PROCEDURES (cont’d)
Ident ⊙ An aircraft may be radar identified using the ident

procedure by instructing a pilot to activate the Special
Position Identification (SPI) feature(Ident) on the
transponder and observing compliance. On most radar
displays, an Ident will appear as an exaggerated response
or the letters “ID” will appear in the data block.
☞ Note: Avoid simultaneous multiple ident request in the

same area as this may cause an Improper identification.
98
Phraseology “(call sign) SQUAWK IDENT”

“(call sign) IDENTIFIED (position)
99
Change ⊙ An aircraft may be identified using the change code/mode

Code/Mode procedure by instructing a pilot to change either the code
or mode setting on the transponder and observing
compliance on the radar display.
☞ Note: ICAO requires pilots to read back ALL code/mode

changes.
“(call sign) SQUAWK (code)”

Phraseology
“(call sign) IDENTIFIED (position)
100
Code/Mode ☞ Note: Individual codes can ONLY be assigned where a

Change program has been established by Air Traffic Services for
(Cont’d) a discrete code environment.
Squawk ⊙ Use the squawk standby procedure by observing

Standby compliance with instructions to switch the
transponder from “ON” to “STANDBY” and back
again.
☞ Note: This procedure should be used

ONLY when no other procedures are available.
101
Phraseology “(call sign) SQUAWK STANDBY”, then SQUAWK

(NORMAL or ON)”
“(call sign) IDENTIFIED (position)”
☞ Note: CAUTION: Observed secondary response loss

could be caused by other factors, such as shadowing
from another aircraft, or another controller using the
same procedure.
102
PROCEDURES FOR HANDLING
QUESTIONABLE IDENTIFICATION
Questionable ⊙ In the event that uncertainty exists when radar identifying an

Identification aircraft, do NOT identify the aircraft until the uncertainty
has been eliminated by:
• Using a different identification procedure, or
• Repeating the first procedure with unquestionable results
In the event that established radar contact becomes
questionable:
• Immediately re-identify the aircraft, or
• Terminate radar service
103
QUESTIONABLE IDENTIFICATION (cont’d)
Questionable ⊙ Some circumstances which might lead to questionable

Identification identification are:
Circumstances
• Close proximity of position indications
• Precipitation
• False blips
• Clutter
104
Questionable • Duplication of actions (two aircraft ident or turn

Identification simultaneously)
Circumstances • Equipment malfunction
• Pilot noncompliance with instructions
105
Phraseology “(call sign) RADAR CONTACT LOST (reason and/or

instructions, if appropriate)”
♣ QUESTION:
What should a controller do when
radar identification becomes questionable?
106
MODE C CONFIRMATION PROCEDURES
Controller In order to use Mode C altitude information, a

Requirements controller MUST:
⊙ Ensure that aircraft designated as Mode C equipped

are transmitting Mode C data
Phraseology “SQUAWK CHARLIE”
⊙ Verify Mode C derived level information on

initial contact or as soon as possible
thereafter at least once in each facility
Phraseology “VERIFY (level)”
107
MODE C CONFIRMATION PROCEDURES (cont’d)
Controller ⊙ Compare the information displayed on the radar display to
Requirements altitude reported by the pilot
⊙ Check that the tolerance value is ± 200 feet (60 meters) in

RVSM airspace and ± 300 feet (90 meters) in other
airspace
⊙ Controllers need NOT advise pilot when Mode C is within

approved limits
⊙ Advise pilot of incorrect or faulty indication and

request pressure setting check to confirm level
Phraseology “CHECK ALTIMETER SETTING AND CONFIRM LEVEL”
108
Controller If incorrect indication continues following confirmation of

Requirements the correct pressure setting, take the following action
according to circumstances:
⊙ Request the pilot to stop Mode C transmission and notify

the next control position of the action taken
⊙ Inform the pilot of the discrepancy
Phraseology STOP SQUAWK CHARLIE. WRONG INDICATION”
109
Mode C
Confirmation
Approach control Korean Air

One Two Three at flight level
One four zero
110
Wrong
Indication
♣ QUESTION:
Mode C is valid when the indication is within how many
feet of the reported altitude?
111
IN CONCLUSION

Summary
⊙ Lesson Review
• Radar identification
• Primary/Secondary radar identification procedures
• Procedures for handling questionable identification
• Mode C confirmation procedures
112
CHAPTER 5
RADAR SEPARATION
AIR TRAFFIC SERVICES (ATS) DETERMINE
STANDARDS AND PROCEDURES
Radar Separation standards and procedures are determined by each

country's Air Traffic Services(ATS). To ensure the safety, both the radar
controller and ATS authority must take many factors into account when
setting up radar separation standards and procedures. These factors
include radar technical limitations and difficulties in communication.
Although ICAO standards and minima will be taught in this lesson, only
the ATS authority for your country will determine if these are practical for
your country's use.
114
INTRODUCTION
♣ QUESTION:
What is the minimum longitudinal
nonradar separation in your country?
115
Purpose In this lesson, you will learn radar separation standards and
application.

Objectives
1. Radar separation standards and procedures
2. Wake turbulence separation standards
3. Requirements for determining level occupancy

In compliance with ICAO Documents 4444 PANS-ATM and
9426.
116
⊙ Radar separation
⊙ Radar separation standards
⊙ Determining level occupancy
⊙ Radar separation procedures
⊙ Wake turbulence separation
117
RADAR SEPARATION
Radar  Radar separation. The separation used when aircraft

position information is derived from radar sources
Separation
- Definition
⊙ Radar separation is based on the idea that aircraft are
surrounded by airspace which other aircraft CANNOT enter
⊙ With altitude/Mode C information, the aircraft’s protected
airspace can be monitored both horizontally and vertically
118
RADAR SEPARATION (cont’d)
⊙ The aircraft’s protected airspace can be monitored horizontally
Radar ⊙ The size of protected airspace will vary depending on what the
Separation type of radar is being used and local directives
⊙ Appropriate horizontal separation MUST be maintained at all
times
Radar separation may ONLY be used to separate a radar

identified aircraft from:
⊙ Other radar identified aircraft
⊙ Other aircraft NOT radar identified
⊙ Departing aircraft
⊙ Airspace (radar or nonradar)
119
RADAR SEPARATION STANDARDS (cont’d)
Other Separate a radar identified aircraft from other

Radar radar identified aircraft ONLY WHEN there is
reasonable assurance that radar identification shall be
Identified
maintained. Radar separation shall NOT be used
Aircraft between aircraft holding over the same NAVAID.
⊙ The horizontal separation standard SHALL be 5 NM

(9.3 km).
Conditions for IF so prescribed by the appropriate ATS authority, But not

below:
Reducing
Separation ⊙ 3NM(5.6km) when radar capablities at a given location
Minima so permit
⊙ 2.5NM(4.6km) between succeeding aircraft which are
established on the same final approach track within
10NM(18.5km) of the runway end subject to certain
conditions
120
Conditions A reduced separation minima of 2.5NM may be applied

provided:
for Reducing
Separation ⊙ The average runway occupancy time is proven not to
Minima exceed 50 seconds
⊙ Braking action is reported as good and runway
occupancy time are not adversely affected by runway
contaminants such as snow, ice etc
⊙ A radar system with appropriate azimuth and range
resolution and update rate of 5 seconds or less used in
combination with suitable radar displays
⊙ The aerodrome controller is able to observe, visually or
by means of surface movement radar or a surface
movement guidance and control system, the runway in
use and associated exit and entry taxiways
121
Conditions A reduced separation minima of 2.5NM may be applied

provided:
for Reducing
Separation ⊙ Distance based wake turbulence separation minima or
Minima as may be prescribed by the appropriate ATS
authority(e.g for specific aircraft types), do not apply
⊙ Aircraft approach speeds are closely monitored by the
controller and when necessary adjusted so as to
ensure that separation is not below minimum
⊙ Aircraft operators and pilots have been made fully
aware in an expedious manner whenever the reduced
separation minima is applied
⊙ Procedures concerning the application of the reduced
minimum are published in AIPs
122
Other ⊙ Separate a radar identified aircraft from an unidentified
Aircraft aircraft ONLY WHEN:
Not Radar
Identified • The unidentified controlled flight is a type of aircraft
expected to give an adequate primary radar return in
the area in which separation is applied, and
• Radar separation is maintained between the radar identified
flight and any other observed radar position indication until
either:
- The unidentified aircraft is identified or
- Nonradar (vertical) separation is established
123
Departing ⊙ Separate a radar identified aircraft from a departing aircraft
Aircraft provided there is reasonable assurance that:
• Departure aircraft will be identified within 1 NM (2KM) of the
runway end, and
• Radar separation will exist when the departure is identified
124
Airspace ⊙ Radar separation can be assured ONLY when the controller is

aware of ALL controlled flight in the sector airspace. Therefore, it
is of utmost importance that NO unauthorized aircraft enter the
protected airspace of adjacent controllers
⊙ Separate an aircraft from adjacent:

• Radar-controlled airspace by 2.5 NM (4.6km)
• Nonradar-controlled airspace by standards specified in local
agreements
⊙ Procedural (nonradar) separation SHALL be established prior to
the aircraft departing the radar controller’s area of responsibility,
UNLESS a radar handover will be accomplished
125
126
Airspace ⊙ Separation between aircraft and the boundaries of Special use
airspace, such as restricted areas, prohibited areas, MOA’s
(Cont’d)
and alert areas SHALL be determined by appropriate ATS
authority.
127
WAKE TURBULENCE SEPARATION
Wake Wake turbulence is a disturbance caused by counter-rotating
Turbulence vortices emanating from aircraft wing tips. Any aircraft in flight
generates turbulence or a wake. Wake turbulence from large
aircraft poses problems to aircraft passing through the wake.
128
WAKE TURBULENCE SEPARATION (cont’d)
Wake ⊙ Wake turbulence begins when aircraft’s nose wheel lifts off
the ground during takeoff as the weight is transferred from
Turbulence
the landing gear to wings and travels outward and down
from the generating aircraft
129
Wake ⊙ The following wake turbulence radar separation minima

Turbulence shall be applied to aircraft in the approach and departure
Separation phases of flight below in the circumstances.
Standards
Aircraft category
Preceding Succeeding
Radar Separation minima
Aircraft Aircraft
HEAVY 4.0 NM (7.4Km)
HEAVY MEDIUM 5.0 NM (9.3Km)
LIGHT 6.0 NM (11.1Km)
MEDIUM LIGHT 5.0 NM (9.3Km)
130
Wake ⊙ The minima set out in the above shall be applied when:
Turbulence • an aircraft is operating directly behind another aircraft at
Separation
the same altitude or less than 300m (1000 ft) below ; or
Standards
• both aircraft are using the same runway, or parallel
runways separated by less than 760 m (2500 ft) ; or
• an aircraft is crossing behind another aircraft, at the
same altitude or less than 300m (1000 ft) below.
131
132
133
IN CONCLUSION

Summary
⊙ Lesson Review
• Radar separation
• Radar separation standards
• Radar separation procedures
• Wake turbulence separation
134
CHAPTER 6
RADAR VECTORING
135
INTRODUCTION
KOREA-CATC 136
Purpose The radar vectoring techniques in this lesson may be used to

guide aircraft along multiple flight paths in compliance with
radar separation standards.

Objectives
1. Reasons and requirements for vectoring
2. Phraseologies and methods for vectoring
3. Factors which affect vector headings

In compliance with ICAO Documents 4444 PANS-ATM
137
⊙ Reasons for vectoring
⊙ Vectoring requirements
⊙ Vectoring methods
⊙ Factors which affect vectors
138
REASONS FOR VECTORING
Vectoring. Provision of navigational guidance to
Vectoring  aircraft in the form of specific headings based on the
- Definition use of an ATS surveillance system
Reasons There are two major reasons for vectoring:

For
Vectoring ⊙ Safety
⊙ Operational advantage
Safety ⊙ Vectoring for safety is a primary objective of

the Air Traffic Services (ATS)
⊙ Vectoring for safety includes:

• Separation
• Navigation assistance
• Emergencies
139
REASONS FOR VECTORING (cont’d)
Separate ⊙ Vector aircraft away from other aircraft to maintain

From standard separation
Other
Aircraft
140
Separate ⊙ Vector aircraft to maintain standard separation from

From obstructions until appropriate vertical separation
Obstructions
exists.
141
Separate ⊙ Vector aircraft away from reported or observed

areas of adverse weather
From
Adverse
Weather
142
Navigation ⊙ Pilots experiencing navigation equipment malfunctions may
require vectoring assistance to remain on their desired
Assistance
course
• Malfunctioning navigation equipment may be a
ground-based navigation aid or an on-board
navigation instrument
⊙ Vectoring may be used to help pilots avoid
restricted airspace
Emergency ⊙ Pilots experiencing emergency situations may request

vectors :
• To the nearest aerodrome
• Out of adverse weather areas
• To re-orient them on course
⊙ Operational advantage may be gained by vectoring:

Operational • For approach
Advantage • To Shorten route
• To expedite climb or descent
• For noise abatement
143
Vector For ⊙ Radar vectoring for approach:
Approach • Saves time and fuel
• Maintains positive control of aircraft positions
144
⊙ Traditional nonradar routes often do not provide

Vector to
direct paths between aerodromes
Shorten
Route
⊙ Vectoring is used to shorten departure, en route,
and arrival routes
145
Vector to ⊙ Nonradar separation requirements often delay aircraft
climbing or descending through an altitude occupied by
Expedite
another aircraft
Climb or
Descent ⊙ Vectoring is used to maintain standard separation between
climbing or descending aircraft and other aircraft
146
Vector for ⊙ Many aerodromes operate according to strict noise control

guidelines which prohibit departing and arriving aircraft
Noise
from over-flying noise-sensitive areas
Abatement
⊙ Vectoring is used to ensure that aircraft comply with noise
abatement restrictions
147
VECTORING REQUIREMENTS
Before vectoring, radar controllers MUST ensure:
Controller
Requirements ⊙ Separation form adjacent airspace
Before ⊙ Obstruction and terrain clearance
Vectoring
⊙ Adequate radar coverage
⊙ Before vectoring, UNLESS otherwise coordinated,

Separation from
aircraft MUST be:
Adjacent
• Within the issuing controller's airspace
Airspace
• At a distance from the airspace boundary which
ensures adequate separation from aircraft
operating in adjacent airspace
⊙ Vectoring must keep aircraft within the airspace of
the issuing controller
148
VECTORING REQUIREMENTS (cont’d)
⊙ Pilots are normally responsible for maintaining

Obstructions and
Terrain separation from terrain and obstructions
Clearance ⊙ The radar controller assumes responsibility for
terrain and obstruction separation when vectoring
• The minimum safe altitude for vectoring is called
the Minimum Vectoring Altitude (MVA
or ATC Surveillance Minimum Altitude)
A Minimum Vectoring Altitude (MVA) is the

MVA -  lowest altitude or level at which a controller may
Definition
vector an IFR aircraft.
⊙ MVAs are determined by:

• Terrain and obstacle clearance requirements
• Radar and radio coverage
⊙ MVAs may be lower than minimum airway altitudes
Minimum which are determined by Terrain and obstacle clearance
Vectoring requirements and navigation aid
Altitude (MVA) ⊙ Terrain and obstruction separation is maintained by
ensuring that aircraft are at or above the MVA
BEFORE vectoring
⊙ When necessary, the relevant MVA shall include a
correction for low temperature effect
150
MVA Charts ⊙ Charts depicting MVAs divide airspace into sectors

with equal MVA requirements
151
Adequate ⊙ Before Vectoring, the radar controller MUST ensure that the
Radar pilot can resume own navigation prior to exiting radar
Coverage coverage
152
⊙ Aircraft may be vectored into uncontrolled airspace:
Vectoring in
• In case of an emergency
Uncontrolled
• When requested by the pilot
Airspace
• In order to circumnavigates severe weather, BUT
notify pilot
153
When vectoring, radar controllers must:

Controller
⊙ State a reason for the initial vector
Requirements
⊙ Provide navigational guidance
During
⊙ Inform the pilot before vectoring across an
Vectoring
assigned route
⊙ ALWAYS state a reason for the first vector UNLESS

State a
Reason for the reason is obvious
Vectoring
"VECTOR FOR SPACING"
Phraseology
"VECTOR FOR ILS RUNWAY TWO SIX FINAL
APPROACH COURSE"
"VECTOR FOR TRAFFIC"
"VECTOR FOR DOWNWIND"
154
Provide ⊙ Vector for navigational guidance until the aircraft is in a

Navigational position and established on a heading from which the
Guidance pilot can easily transition to the nonradar route
☞ Note: Appropriate intercept angles for final approach courses

should NOT exceed 45 degrees.
⊙ State the aircraft's position when issuing the instructions to

resume own navigation on a nonradar route
155
Phraseology "TURN (LEFT, RIGHT or FLY) HEADING (three digits),

INTERCEPT (nonradar route), RESUME OWN
NAVIGATION. POSITION (distance) (direction) OF
(significant point or fix) (or OVER or ABEAM fix)"
156
Inform Pilot of ⊙ Whenever an aircraft is assigned a vector which will take it

Vector Across through the final approach track, it should be advised
Assigned accordingly, stating the reason for the vector
Route
Phraseology "EXPECT VECTOR ACROSS

(localizer course or aid) [reason]"
"THIS TURN WILL TAKE YOU THROUGH

(aid) [ reason]“
"TAKING YOU THROUGH

(aid) 〔reason]"
157
Terminating ⊙ In terminating vectoring on an aircraft, the controller shall:

Vectoring
• instruct the pilot to resume own navigation
• give the pilot the aircraft position and appropriate

instructions as necessary, if the current instructions had
diverted the aircraft from a previously assigned route
158
VECTORING METHODS
Vectoring Radar controllers have several vectoring methods from

Methods which to choose:
⊙ Assign Specific Headings

⊙ Assign Turn and Heading
⊙ Issue No Gyro Vectors
The most appropriate vectoring method will be determined by

individual circumstances.
159
VECTORING METHODS (cont’d)
Assign ⊙ Instruct the pilot to fly present heading or a specific heading

Specific
Headings
Phraseology "CONTINUE PRESENT HEADING 〔reason〕〕"

"CONTINUE HEADING (three digits)〔reason〕"
160
Assign
Specific
Headings
(Cont’d)
☞ Note: "CONTINUE PRESENT HEADING"

and "CONTINUE HEADING (three digits)“ , these statements
alert the pilot to the fact that vectoring service has begun and
the controller has assumed navigation responsibility for the
aircraft.
161
Phraseology "FLY HEADING(three digits) [reason]"
162
Assign Turn ⊙ Instruct the pilot to make a specific direction turn to a

and Heading specified heading or by a specific number of degrees:
Phraseology "TURN LEFT (or RIGHT) HEADING (three digits)"
163
Phraseology ⊙ Instruct aircraft to depart a fix on a specific heading:
"LEAVE (fix) HEADING (three digits) 〔reason〕"
⊙ Instruct the pilot to stop short of an assigned heading:

Phraseology
"STOP TURN HEADING (three digits)"
164
Assign
Specific
Headings
(Cont’d)
KOREAN AIR ONE SEVEN,

TURN LEFT 30 DEGREES
Phraseology "TURN LEFT (number of degrees) DEGREES 〔reason〕
165
No Gyro ⊙ When an aircraft has problems with on-board navigational

equipment, the pilot may ask the controller to issue vectors
Vectoring
by initiating and stopping turns
⊙ Indicate rate of turn pilot should use:
"MAKE ALL TURNS(number) DEGREES PER SECOND"
Phraseology or
"MAKE ALL TURNS RATE ONE(or RATE HALF)"
Rate one is for standard rate turns (3 degrees per second)
while rate half is half standard rate turns
(1.5 degrees per second).
⊙ Indicate when pilot should respond to instructions:
Phraseology "EXECUTE INSTRUCTIONS IMMEDIATELY UPON

RECEIPT"
166
⊙ Issue instructions:
"TURN LEFT (or RIGHT) NOW"
Phraseology
followed by.....
"STOP TURN NOW"
167
FACTORS WHICH AFFECT VECTORS
Vectoring Some factors which must be considered prior to issuing

Factors vector headings include:
⊙ Pilot Reaction Time

⊙ Wind
⊙ Aircraft Performance
⊙ Vectoring Guides
⊙ Delays due to pilot's reaction time MUST be considered

Pilot
Reaction Time when formulating vector headings
• Several second may pass before the pilot implements the
instructions issued by a controller
168
FACTORS WHICH A FFECT VECTORS (cont’d)
Wind ⊙ Wind MUST be taken into account when issuing a vector

• The track of an aircraft may be affected significantly
by the wind
169
FACTORS WHICH AFFECT VECTORS (cont’d)
Aircraft ⊙ Aircraft speed, size, weight, and flight control

Performance configurations all affect performance, which in turn
affects the way aircraft respond to vector instructions
170
FACTORS WHICH AFFECT VECTORS (cont’d)
Vectoring ⊙ Radar video maps usually contain several details that the
Guides radar controller can use to determine:
• Final approach course headings
• Airways
• Airspace boundary lines
KOREAN AIR ONE SEVEN,

TURN RIGHT HEADING
THREE TWO ZERO
171
IN CONCLUSION

Summary
⊙ Lesson Review
• Reasons for vectoring
• Vectoring requirements
• Vectoring methods
• Factors which affect vectors
172
CHAPTER 7
SPEED CONTROL
173
INTRODUCTION
174
Purpose Speed control is an important procedure for maintaining a

smooth traffic flow. The speed control procedures in this
lesson will serve as a foundation for speed control skill
development.

Objectives
1. uses of speed control
2. speed control requirements
3. speed control phraseology
In compliance with ICAO Doc 4444 PANS-ATM
175
This lesson includes the following topics :

Overview
⊙ Speed control uses
⊙ Speed control requirements
⊙ Speed control phraseology
176
SPEED CONTROL USES
Purpose of Speed control is used to:

Speed ⊙ Facilitate radar control
Control
⊙ Reduce the need for radar vectors
Facilitate Radar controllers must consider diverse aircraft

operation speeds when planning separation actions
Radar
Control ⊙ Speed control facilitates radar control when vertical
separation or vectoring is impractical due to airspace,
procedural, or workload restrictions
⊙ Speed control establishes and maintains an orderly

flow of traffic which is easier for the radar controller to
manage
177
SPEED CONTROL USES (cont’d)
Spacing ⊙ Speed control is used to establish and maintain

spacing between:
• Departures off separate aerodromes

• Departures and overflights
• Overflights on the same route
• Arrivals
⊙ Speed control is used to achieve spacing required by:
• ACC or APP sector capacities

• APP arrival rates
• Aerodrome acceptance capacities
☞ Note: Aerodrome acceptance capacity may vary

depending upon weather conditions, runway
configurations, construction, or other factors.
178
SPEED CONTROL USES (cont’d)
Use Speed Vectoring is a valuable procedure to achieve spacing,

Control to BUT consider to reduce vectors when;
Reduce
Vectors ⊙ Trailing aircraft is overtaking
⊙ Vectoring space is limited
⊙ Aircraft are established on routes
⊙ Vectoring is not practical
179
SPEED CONTROL REQUIREMENTS
Speed Control Controllers must comply with the following speed control
Requirements requirements:
⊙ DO NOT issue speed adjustments after passing 7km(4NM)

from the threshold on final approach
180
SPEED CONTROL REQUIREMENTS (cont’d)
⊙ Do NOT issue speed adjustments in excess of 20 knots

Speed Control intermediate or final approach
Requirements
⊙ Shall not be applied to aircraft entering or established in a
holding pattern
⊙ Avoid instructions involving frequent changes of speed

including alternate speed increases and decreases (pilot
workload, fuel consumption)
⊙ Advise pilot when speed control is NO longer required
⊙ Ensure speed control information is passed to the next

controller
181
Pilot ⊙ The pilot shall inform the ATC unit concerned if an any
Actions time they are unable to comply with a speed instruction
In this case;
⊙ The controller shall apply an alternative method to
achieve the desired spacing between the aircraft
concerned
182
Speed ⊙ At levels at or above 7,600m(FL 250), speed

measurements adjustments should be expressed in multiples of
0.01 Mach
⊙ At levels below 7,600m(FL 250), speed
adjustments should be expressed in multiples of
20 km/h (10kt) based on indicated airspeed (IAS)
183
184
SPEED CONTROL PHRASEOLOGY
Speed Control Procedures for controlling speed include:

Procedures ⊙ Determining speed
⊙ Maintaining speed
⊙ Adjusting speed
⊙ Determining when No adjustment is needed
Determining ⊙ Radar tracking systems display ground speed

Speed
• Ground speed readouts may differ significantly
form indicated airspeed due to wind or other factors
• For speed control to be effective, it may be necessary
to determine the Mach number or indicated airspeed
(IAS) of one or more of the aircraft involved
185
SPEED CONTROL PHRASEOLOGY (cont’d)
Determining
Speed
Phraseology REPORT SPEED
186
Maintaining ⊙ When an aircraft MUST maintain its current speed for

spacing, specially instruct the pilot to maintain speed
Speed
⊙ Depending upon the situation, the phraseology to

advise a pilot to maintain current speed is:
187
Phraseology "MAINTAIN PRESENT SPEED"

"MAINTAIN (specific speed) KNOTS"
"MAINTAIN (specific speed) KNOTS, UNTIL (location)"
188
Adjusting ⊙ When it is necessary to have a pilot adjust speed in

Speed order to follow or stay in front of traffic, use one of
the following:
Phraseology "INCREASE (or REDUCE) SPEED TO (number) KNOTS"
"INCREASE (or REDUCE) SPEED BY (number) KNOTS"
"REDUCE TO MINIMUM APPROACH SPEED"
189
Adjusting
Speed
190
No ⊙ When a previous speed restriction is NO longer

Adjustment
required, the phraseology is:
Needed
Phraseology "RESUME NORMAL SPEED"
⊙ When ATC has NOT assigned a specific speed, the
phraseology is:
“NO 〔ATC〕SPEED RESTRICTIONS"
191
IN CONCLUSION

Summary
⊙ Lesson Review
• Speed control uses
• Speed control requirements
• Speed control phraseology
192
CHAPTER 8
RADAR DEPARTURE
193
INTRODUCTION
RADAR DEPARTURE
PROCEDURES
One of the primary advantages of radar control is the

ability to expedite departure traffic
194
This lesson includes the procedures controllers MUST

Purpose
apply to provide radar service to departing aircraft.
At the conclusion of this lesson, you will identify

Lesson procedures for handling departures from:
Objectives
1. Uncontrolled Aerodromes and
2. Controlled Aerodromes In compliance with ICAO

Documents 4444 PANS-ATM.
Overview In this lesson, you will discuss :
⊙ Radar departure review

⊙ Radar departure procedures
195
RADAR DEPARTURE REVIEW
Instructional ⊙ You have learned several procedures for handling

Review radar departures, including:
• Departure method of radar identification
• Mode C confirmation
• Radar separation criteria
196
RADAR DEPARTURE REVIEW (cont’d)
Departure ⊙ A departure is radar identified when it is observed on

Method or radar within 1 NM (2km) of the takeoff runway end.
Radar
Identification
☞ CLASS NOTE: Position information is NOT required to be

transmitted when using this identification method.
197
Mode C ⊙ The Mode C altitude of a departing aircraft SHALL be

Confirmation confirmed on initial contact or as soon as possible
thereafter.
198
Radar ⊙ Radar separation criteria may be used to separate

radar identified aircraft from an unidentified departure
Separation
when:
Criteria
• There is reasonable assurance that the departure
will be radar identified within 1 NM from the
takeoff runway end, and
• Radar separation will exist at the time of radar

identification
199
RADAR DEPARTURE PROCEDURES
The principles for handling departures remain the same

Departure
whether in a radar environment, a procedural environment, or
Principles at an uncontrolled or a controlled aerodrome.
⊙ The procedures for handling departures may differ from an

uncontrolled aerodrome to a Controlled aerodrome
⊙ Before issuing a departure clearance, the radar

controller MUST:
• Recognize and resolve potential conflicts, then

• Formulate and issue the departure clearance, then
• Provide radar services which expedite the departure to
its planned route and altitude
KOREA-CATC 200
RADAR DEPARTURE PROCEDURES (cont’d)
Controlled ⊙ At controlled aerodromes, IFR clearance and departure

Aerodrome instructions are delivered to the pilot by aerodrome
control towers.
⊙ Procedures for controlled aerodrome departures may

vary depending on the operational agreement between
the control towers and the approach control offices
⊙ Depending on the level of Air Traffic Services delegated

to towers in operational agreements, departures from
controlled aerodromes are either
• Individually coordinated, or
• Automatically coordinated
201
Automatically At aerodromes where departure releases are automatically

Coordinated coordinated, the radar controller must:
Departures
⊙ ALWAYS protect the departure end of the active runway

for potential departures, or
⊙ If this is not possible, coordinate with the control tower to

suspend or restrict departures until automatic departure
can resume
202
Separation
From a
Departing
Aircraft
203
IN CONCLUSION

Summary
⊙ Lesson Review
• Radar departure review
• Radar departure procedures
204
CHAPTER 9
RADAR APPROACH
205
Purpose This lesson includes the procedures controllers MUST

apply to provide radar service to arrival and approaching
aircraft.
Lesson At the conclusion of this lesson, you will identify

Objectives procedures for handling arrival and approach to :
- Controlled Aerodromes
Overview ⊙ Arrival and approach control services

⊙ Arrival procedures
206
ARRIVAL AND APPROACH CONTROL SERVICES
Arrival and Radar controllers are required to provide arrival and

approach control services which include:
Approach
Control ⊙ Issuing arrival information
Requirements ⊙ Sequencing arrivals
⊙ Vectoring to final
⊙ Monitoring approaches
Arrival On initial contact or as soon as practicable, provide the

Information following information to arrivals, in the order listed:
⊙ Approach-in-use, if more than one is published

⊙ Runway-in-use
207
(cont’d)
Phraseology “VECTORING FOR (type approach) APPROACH RUNWAY

(number)”
Arrival ⊙ Current weather, including altimeter setting

Information ⊙ Current runway surface conditions, if other than dry
⊙ Abnormal operations of visual and nonvisual aids
essential to approach and landing
⊙ Altimeter setting
☞ CLASS NOTE : The above information may be

omitted if it is included in the ATIS message and the
pilot reports the current ATIS code.
208
(cont’d)
Sequencing ⊙ When the approach radar controller is vectoring several

Arrivals arriving aircraft he should try to position them on final
approach in an orderly sequence, separated by a suitable
distance which will ensure the required landing intervals.
⊙ The minimum distance used will depend upon the type of

traffic. At busy units the spacing may be specified in unit
instructions. As a general guide a minimum distance of 5
miles ensures that aircraft receive landing clearance in
good time at, or near, 4 miles from touchdown.
209
(cont’d)
Sequencing ⊙ The distance will have to be increased if, for any reason,
there is a possibility that landing clearance will not be given
Arrivals
at the 4 mile point (e.g.: aircraft are likely to be slow to
clear the runway after landing).
⊙ Sequencing is a skill that can only be learnt with practice.

Good sequencing technique should start with the careful
assessment of the initial routing heading
210
(cont’d)
Vector to ⊙ Aircraft MUST be vectored to intercept the final

Final approach course within appropriate :
• Distance from the approach fix
• Intercept angle
• Altitude
• Speed limits
Monitor ⊙ Provide radar flight-following to aircraft whose

primary navigation is being performed by the pilot, and
Approaches
⊙ Take action to notify the pilot when a deviation from an
authorized route is observed
211
ARRIVAL PROCEDURES
Establishing an approach circuit around aerodrome and

Establish an
approach final approach course is just as effective in a radar
Circuit environment as it is in the visual environment of the
Aerodrome control tower.
An Approach circuit structures the traffic and:

⊙ Provides for an orderly flow usually 5-7 miles either
side of the final approach course
⊙ Extends from above the aerodrome to the point at
which aircraft are being vectored to base leg for the
approach-in-use (10-20 miles from runway threshold)
212
ARRIVAL PROCEDURES (cont’d)
Phraseology “VECTORING FOR (position in circuit]
DOWN WIND
B
A
S
FINAL E
FAF
B
A
S
E
DOWN WIND
213
Vector for ⊙ Vector arrival aircraft as necessary to sequence them
Sequence in the approach circuit
♣ QUESTION: (Refer to graphic)

Which aircraft are on a converging course?
214
Vector for ⊙ If necessary, aircraft may be vectored across the final
Sequence approach course
(Cont’d)
☞ CLASS NOTE: The pilot must be informed before

reaching the final if the aircraft will be vectored across the
final.
215
Intercept ⊙ Vector aircraft to intercept the final approach course

Point outside the final approach fix at a distance which
allows the pilot time to establish the aircraft on final
before descent is required.
216
Intercept ⊙ Vector aircraft to intercept the final approach course on a

Track tract that will allow the pilot to transition easily from the
vector heading to the final approach course track as
indicated by on-board instruments.
217
Provide ⊙ Provide radar flight-following of the approach, and

Radar advise the pilot if deviations from the approach path
Monitoring are observed
KOREA-CATC 218
APPROACH PROCEDURES
Surveillance A final approach using solely surveillance radar should not be
Radar carried out:
Approach
(SRA) a) If precision approach radar is available
b) Unless meteorological conditions are such as to indicate

with reasonable certainty that a SRA can be completed
successfully
219
APPROACH PROCEDURES (cont’d)
Surveillance SRA shall only be performed:
Radar
Approach a) With equipment suitable sited
(SRA)
b) With radar display specifically marked to provide
information on position relative to the extended centre line
of the runway to be used and distance from touchdown
c) Information in b) is specifically approved for the purpose by

the appropriate ATS authority
220
Surveillance Whe conducting a SRA, the radar controller shall comply with
Radar the following:
Approach
(SRA) a) At or before the commencement of the final approach ,
advise the aircraft of the at which the SRA will be
terminated
b) Inform the aircraft when it is approaching the descent point
and just before its descent point
it shall be informed of the OCA/OCH and instructed to
descend and check the applicable minima
c) Azimuth instructions relative the extended centre line of the
runway are given at regular intervals and heading
instructions given to bring the aircraft back to on to the
extended centre line
221
Surveillance When conducting a SRA, the radar controller shall comply with
Radar the following:
Approach
(SRA) d) pass distance for touchdown at every 1NM
e) Pre-computed levels through which the aircraft should be

passing to maintain the glide path shall also be transmitted
at every 1 NM at the same time as the distance
SRA Approach ♣ QUESTION : What must be depicted on the video

radar) map in order to conduct surveillance approaches?
Requirements
: the final approach course with distance to touchdown
markings
222
Surveillance The SRA shall be terminated:
Radar
Approach a) At 2 NM from touch down; or
(SRA)
b) Before the aircraft enters an area of continuous radar
clutter; or
c) When the pilot reports that a visual approach can be

effected;
Whichever is the earliest
223
Surveillance As determined by the appropriate ATS authority, SRA may be
Radar continued to the threshold of the runway, or to a prescribed
Approach point less than 2 NM from touchdown, in which case:
(SRA)
a) Distance and level information shall be given every 1/2 NM
b) Transmission should not be interrupted for intervals of more

than 5 seconds while the aircraft is within a distance of 4
NM from touchdown
c) The radar controller should not be responsible for any other

duties except those directly connected with a particular
approach
224
Optimum ⊙ Pre-computed levels through which the aircraft should be
Altitudes passing to maintain the required glide path and the
associated distances from touchdown shall be displayed in
such a manner as to be readily available to the radar
controller
☞ Note : Typical descent levels are shown below.
225
Visual A visual approach may be conducted when:

Approaches
⊙ The aircraft is operating on an IFR clearance, and
⊙ All or part of an instrument approach procedure is NOT

completed, and
⊙ The approach is conducted with visual reference to

terrain, and
⊙ Weather and separation requirements are maintained
226
Visual ⊙ An IFR flight may be cleared to conduct a visual
Reference approach provided that the pilot can maintain visual
reference to terrain
Vectoring ⊙ The controller may initiate vectoring of an aircraft for visual

approche provided:
for Visual
Approach a) the reported ceiling is above the minimum altitude
applicable to vectoring and
b) meteorological conditions are such that, with reasonable
assurance, a visual approach and landing can be
completed
⊙ Clearance for visual approach shall be issued only after the
pilot has reported the aerodrome or the preceding aircraft in
sight, at which time vectoring would normally be terminated
227
IN CONCLUSION

Summary
⊙ Lesson Review
• Arrival and approach control services
• Arrival procedures
• Approach procedures
228
CHAPTER 10
TRANSFER OF RADAR
CONTROL
229
INTRODUCTION
In this lesson, you will learn how to transfer radar

Purpose identification in order to maintain a safe, orderly, and efficient
flow of traffic.

Objectives 1. Identify terms, procedures and requirements for
transferring radar control and/or identity
2. State phraseology for transferring radar control

and/or identity in compliance with ICAO Documents 4444
PANS-ATM
230
Overview in this lesson, you will discuss:
⊙ Terms
⊙ Method of transferring radar control and/or identity
⊙ Process of transferring radar control and/or identity
⊙ Requirements for transferring radar control and/or
identity
⊙ Procedures for transferring radar control and/or
identity
231
TERMS
Transferring The transferring controller transfers control and/or

 identity of an aircraft to another controller/facility.
Controller
Accepting The accepting controller accepts control and/or identity

 of an aircraft from another controller/facility.
Controller
Radar A radar handover is the transfer of radar identification

Handover and control of an aircraft from one controller to another
 controller, if an aircraft will enter the accepting
controller's airspace and radio communication with the
aircraft will be transferred.
Radar The situation which exists when the radar position of a

Contact  particular aircraft is seen and identified on a situation
display
232
METHODS OF TRANSFERRING RADAR
CONTROL AND/OR IDENTITY
Methods of ⊙ Depending on equipment capabilities and operational

Transferring environments, controllers may use any one of three
Radar methods to transfer radar control and/or identification.
Control
and/or • Physical
Identity
• Landline
• Automated
233
CONTROL AND/OR IDENTITY (cont’d)
⊙ When controllers are seated near each other at the
Physical same or adjacent radar displays, one controller may
Transfer transfer the control and/or identity of an aircraft to the
other by physically pointing to the aircraft's position on
the accepting controller's display.
234
⊙ When physically pointing to the position of aircraft is NOT
Landline practical and automation is NOT available, the controller
Transfer initiating a transfer uses the telephone or interphone
communication (landline) system to verbally coordinate
with the accepting controller.
235
Automated ⊙ Where available, automation allows controllers to transfer

Transfer radar control and/or identification of aircraft electronically,
saving time and reducing distractions. Frequently,
however, the landline method MUST be used with an
automated transfer for coordinating restrictions or
instructions.
236
Sequence of When transferring radar control and/or identification of an

Information aircraft using the physical or landline method, or when
verbal coordination is required with the automated
method, relay information to the accepting controller in
the following order:
⊙ Aircraft identification
⊙ Aircraft position
⊙ Other pertinent information
237
⊙ Aircraft are identified during the transfer of

Aircraft control/identity by:
Identification
• Aircraft call sign, and/or
• Aircraft type (if appropriate)
Aircraft ⊙ Identify the aircraft position with reference to a fix, map

symbol, or other radar position indication known and
Position
displayed by both the transferring and accepting
controllers.
238
PROCESS OF TRANSFERRING RADAR
CONTROL AND/OR IDENTITY(cont’d)
⊙ Facility directives may require transfer of altitude or

Other
climb/descent information
Pertinent ⊙ Information should be in the form of a brief, exact
Information statement of intent or request
⊙ The accepting controller may:

Accepting
• Accept the transfer
Controller
• Accept the transfer with restrictions
• Refuse the transfer
⊙ When accepting the transfer, relay information to the

transferring controller in the following order:
239
PROCESS OF TRANSFERRING RADAR
Accepting • Aircraft identification

Controller - Aircraft call sign or type as stated by the
transferring controller
• Coordination statement
- May be as simple as, “KOREAN AIR 16,
IDENTIFIED," or may be complicated by restrictions,
acknowledgment of pertinent information, or other
coordination details
Phraseology - Accept:
“KOREAN AIR ONE ONE TWO, IDENTIFIED“
- Accept with restrictions:
“KOREAN AIR ONE ONE TWO, IDENTIFIED, MAINTAIN
ONE TWO THOUSAND“
240
REQUIREMENTS FOR TRANSFERRING RADAR
Requirements ⊙ Always complete transfer of radar control and/or identity

prior to the aircraft entering the accepting controller's
protected airspace.
⊙ Transfer communications ONLY after the accepting

controller has agreed to assume responsibility for
providing radar service to the aircraft
⊙ Transfer points, specified levels, transfer of communication

points, and minimum distance between successive aircraft
SHALL be made the subject of specific instructions or
letters of agreement between adjacent ATC units.
241
Requirements ⊙ Accept a transfer of control and/or ID ONLY after

eliminating ALL doubts concerning target ID. If necessary,
use multiple identification procedures.
⊙ If target identification becomes questionable after

accepting transfer, use alternate methods to reestablish
radar contact or terminate radar service.
242
Restrictions ⊙ Include restrictions during the transfer of aircraft control

and/or identity to alert the transferring controller to
potential conflicts, such as other traffic operating in the
area.
• Restrictions may also be issued for traffic

management purposes, or to protect Special Use
Areas.
• Specific instructions to ensure separation MUST
always be included with the issuance of a "traffic"
restriction.
243
Traffic In the example below, Korean air 1040 is being transferred

Restrictions descending to 4,000 feet: the accepting controller MUST act to
ensure separation with traffic.
Traffic five miles southwest of Alpha V-O-R at four thousand feet,

Korean air 1040, maintain five thousand feet”
244
Physical The following chart lists the steps for completing a physical
Handover handover.
Action
Step
Transferring Controller Accepting Controller
Manually point to target Indicate when ready.
1 on Accepting controller's Anticipate errors which might
display Occur due to parallax effects.
Say “RADAR Establish identification, ensure
HANDOVER Aircraft can be safely accepted,
(aircraft call sign) Then say, “(aircraft call sign)
2
[SQUAWKING(code) or [restrictions, if any]
other IDENTIFIED[or UNABLE(reason)]”
Pertinent information]”
245
Action
Step
Comply with restrictions issued
by controller, and DO NOT
make any changes to
3
aircraft's heading, speed,
altitude, etc., UNLESS
otherwise coordinated.
Ensure all conflicts are
4
resolved.
DO NOT make any changes to
5 Transfer communication. altitude, etc., until it is in your
control area, UNLESS
246
Landline The following chart lists the required steps for

Handover completing a landline handover.
Action
Step
Ensure target is within coverage

1
of accepting controller's display.
2 Make landline call. Accept landline call.

Establish identification, ensure
Say “RADAR HANDOVER aircraft can be safely
(aircraft call sign)[SQUAWKING accepted, then say, “(aircraft
3
(code)] POSITION (position) call sign)[restrictions, if any]
[other pertinent information]” IDENTIFIED [or UNABLE
(reason)]”
247
Action
Step
4 Terminate connection. Terminate connection.

5
altitude, etc., UNLESS
6 Ensure all conflicts are resolved.
7 Transfer communication. altitude, etc., until it is in your
control area, UNLESS
248
Automated The following chart lists the steps for completing an

Handover automated handover.
Action
Step
1 Ensure target is within coverage of

accepting controller's display.
2 Take action to place data block on

accepting controller’s display Establish identification.
Ensure aircraft can be safely

3 accepted, then take action to
accept handover.
249
Action
Step Transferring Controller Accepting Controller
If aircraft CANNOT be accepted
without restrictions or if a delay is
4 expected, establish landline
communications and coordinate.
Comply with restrictions issued by
accepting controller,and
5 DO NOT make any changes to
altitude, etc.,
UNLESS otherwise coordinated.
Ensure all conflicts are
6 resolved.
Transfer communication. aircraft's heading, speed,altitude,
7 etc., until it is in your control area,
UNLESS otherwise coordinated.
250
IN CONCLUSION

Summary ⊙ Lesson Review
• Terms
• Methods of transferring radar control and/or identity
• Process of transferring radar control and/or identity
• Requirements for transferring radar control and/or
identity
• Procedures for transferring radar control and/or
identity
251
CHAPTER 11
RADAR PRIORITY
252
INTRODUCTION
♣ QUESTION : When you have several duties to perform, do

you prioritize them? What kind of planning do you do?
253
Purpose This chapter provides the techniques that radar

controllers use to maintain awareness of current and
developing activities within their areas of responsibility.
Developing awareness will make it easier for you to
anticipate conflicts, prioritize your actions, and become a
safer and more effective radar controller.
Overview The following topics will be discussed:

⊙ Duty priority
⊙ Decision-making process
⊙ Scan
⊙ Project
⊙ Plan
⊙ Act
⊙ Maintain situational awareness
254
DUTY PRIORITY
⊙ Ensuring the SAFETY of aircraft is ALWAYS the radar
Primary Duty controller’s FIRST and MOST important duty priority.
⊙ Every situation which confronts and air traffic controller must
be evaluated on an individual basis.
⊙ Controllers MUST develop proficient decision-making skills
and awareness techniques to anticipate, evaluate, and
prioritize control actions while keeping in mind the number
one priority – SAFETY.
255
DECISION-MAKING PROCESS
Process for Effective decision-making results from an organized 4-

step process:
Decision-
Making 1. Scan
2. Project
3. Plan
4. Act
256
SCAN
Scanning means more than just looking at a radar display.

Scanning
Patterns Effective scanning involves concentrated observation and
comprehension of ALL relevant information.
There are several ways to scan:

⊙ Side-to-Side
⊙ Top-to-Bottom
⊙ Along commonly used traffic routes
⊙ Circular pattern
• Scan in a clockwise or counterclockwise pattern
around the radar display
257
SCAN (cont’d)
ALONG ROUTES
258
SCAN (cont’d)
Reasons to Scan in order to:

Scan
⊙ Maintain radar contact
⊙ Ensure aircraft comply with clearances
⊙ Maintain awareness of approaching weather
and traffic activity
⊙ Identify imminent conflicts or emergencies
⊙ Prevent “tunnel vision”
259
SCAN (cont’d)
Radar ⊙ Maintain radar contact by visually verifying position

Contact indication on the radar display
⊙ Correlate displayed data block information with known
flight data
260
SCAN (cont’d)
Compliance ⊙ Scan the information on a radar display to ensure that

aircraft are complying with the route, altitude, or
restrictions in clearances
261
SCAN (cont’d)
⊙ Scan developing and approaching weather patterns to

Weather
note changes that might affect traffic.
262
SCAN (cont’d)
⊙ Scan inbound/departure lists to anticipate changes in

Traffic workload
Volume
263
SCAN (cont’d)
Aircraft or ⊙ Scan To identify imminent conflicts or situations

Airspace requiring immediate handling.
Conflicts
264
SCAN (cont’d)
Aircraft ⊙ Scan to identify emergencies

Emergencies
265
SCAN (cont’d)
Tunnel ⊙ Tunnel vision occurs when attention remains focused on

Vision one aircraft or one situation for so much time that
developing conflicts in other areas are not observed.
⊙ Prevent tunnel vision by scanning each aircraft or

situation just long enough to assess it and handle as
necessary, and then move on to scan other areas
266
PROJECT
Projecting Projecting means visualizing the vertical and horizontal

position of an aircraft at a distance or time in the future.
⊙ Projecting is based on scanned data and anticipated
aircraft performance including:
• Ground speed
• Climb and descend rate
• Turn rate
Predicting Projecting aircraft movement helps you predict future

Future Traffic traffic situations and issue control instructions in a timely and
Situations effective manner.
⊙ Predicting involves evaluating:
• Equipment capabilities
• Weather patterns
• Traffic load
267
PROJECT (cont’d)
Equipment ⊙ Controllers must know equipment capabilities for the

Capabilities sector to predict:
• Frequency of radar updates
• Areas of nonradar coverage
• Limited frequency availability
• NAVAID signal strength
Weather ⊙ Use knowledge of recurrent weather patterns to predict

Patterns areas of icing, turbulence, and other adverse weather.
Traffic Load ⊙ Use repetitive flight schedules to predict when the level of
traffic will be high or low and to anticipate recurring traffic
situations.
268
PLAN
Planning The third step of the decision-making process is planning.

Planning includes:
⊙ Prioritizing controller actions
⊙ Formulating appropriate instructions to move traffic
safely and efficiently through the area of responsibility.
269
PLAN (cont’d)
⊙ Once aircraft are observed or positions are predicted,

Prioritize
assign priority to situations beginning with the most urgent
Controller
to the relatively unimportant.
Actions
FOR EXAMPLE:
• Which instrument approach clearances will be issued to
which aircraft?
• Which sector or facility must be contacted and what
coordination must be completed?
• Which aircraft should be transferred to other frequencies and
what frequencies should they be?
From this information, a plan of action can be developed.

Through experience, you will learn that priorities can
change rapidly, so alternate plans should also be
considered.
270
PLAN (cont’d)
Formulate When planning, a controller MUST formulate the correct

Instructions phraseology for the instruction required, Simply stated,
THINK BEFORE YOU SPEAK
Decide what needs to be said BEFORE keying the
microphone.
☞ Note : Pausing to think or fumbling for words while the
microphone is keyed ties up the frequency, confuses
pilots, and indicates an ineffective controller.
271
ACT
⊙ The best planning is useless without the fourth step of the
Take Action
process-action. A controller MUST take the
necessary actions.
272
ACT (cont’d)
Monitor for Just because instructions are given does NOT mean that
Compliance they were heard and understood.
For these reasons, a controller MUST :

⊙ Actively monitor the situation after issuing instructions or
completing coordination to ensure understanding and
compliance.
⊙ Verify that pilot readbacks are correct.
273
ACT (cont’d)
The controller’s decision-making process is continuous.

continued the As soon as compliance with an action is verified, scanning
Process begins again and the process continues
274
MAINTAIN SITUATIONAL AWARENESS
Situational Situational awareness is a state of remaining mentally

Awareness alert to changing conditions.
Maintaining Maintaining situational awareness will be easier as you

Situational
become more familiar with the tasks you are performing. It
Awareness
involves using all your senses to update your knowledge of
developing situations.
275
MAINTAIN SITUATIONAL AWARENESS (cont’d)
Before assuming control duties, a controller should ask the

Self-Briefing
following questions:
Regulation changes – Have there been any changes to

regulations affecting pilots and controllers?
Procedure changes – Have facility or sector procedures
been modified?
Staffing level – What assistance is available if the traffic is
complex?
Equipment status – Are there any equipment problems that
might affect the way I handle my sector?
276
Self-Briefing Flow control – What special changes must I make to deal with
flow control restrictions?
Weather patterns – How will the weather affect me on

this sector?
Self preparation – What level of traffic am I able to handle

today? Will I be asked to provide on-the-job training?
Special activities – Are there any special activities in the area

such as military exercises or equipment testing that will alter
the way I manage the sector?
277
Loss of Some common hindrances to awareness are :
Awareness ⊙ Complacency
⊙ Distraction
Complacency ALWAYS keep a close lookout for potential conflicts and

keep scanning. Stay alert. Mentally verify observed
information with each scan.
278
Distraction Recognize and prioritize distractions from pilots, other

facilities, equipment, or individuals.
279
CHAPTER 12
EMERGENCY
280
Controllers must deal with stress routinely, but the in frequent
Purpose
and unpredictable nature of emergencies combined with the
controller’s sense of responsibility can lead to an extremely
stressful situation. The procedures in this lesson will give you
confidence and may mean the difference between a situation
ending in tragedy and the satisfaction of knowing you
prevented a disaster.
At the conclusion of this lesson, you will state:

Lesson
Objectives
1. Emergency conditions, categories, and codes
2. Emergency assistance procedures
3. Identify procedures for handling radar failures
in compliance with ICAO Documents 4444 PANS-ATM
281
Overview This lesson includes the following topics :
⊙ Determining emergency situations
⊙ Emergency information procedures
⊙ Emergency assistance procedures
⊙ Emergency communication procedures
⊙ Loss of radar
⊙ TCAS/ACAS
282
DETERMINING EMERGENCY SITUATIONS
An emergency is a sudden, generally unexpected

Emergency
occurrence or set of circumstances demanding
assistance or relief.
Emergency An aircraft known or believed to be in a state of

Priority emergency, including unlawful interference, SHALL have
priority over other aircraft.
Emergency The plot is the final authority concerning operation of the

Determination aircraft including determining emergency situations.
Emergency Emergencies are classified by”

Classifications ⊙ Condition, and
⊙ Category
283
DETERMINING EMERGENCY SITUATIONS (cont’d)
An emergency condition describes the immediacy of an
Emergency emergency situation.
Conditions
The two emergency conditions are :
⊙ Distress, and
⊙ Urgency
Distress A condition of being threatened by serious and/or

Condition -  imminent danger and of requiring immediate
Definition assistance
Urgency A condition concerning the safety of an aircraft or

Condition -  other vehicle, or of some person on board or within
Definition sight, but which does not require immediate
assistance
284
Pilot Declared Pilots may declare emergency conditions by :
Emergency ⊙ Radio broadcast and/or
Conditions ⊙ Emergency transponder squawk
⊙ Pilots should declare a distress condition by
Radio
transmitting the word “MAYDAY” three times
Broadcast
Phraseology “MAYDAY, MAYDAY, MAYDAY”
285
Radio ⊙ Pilots should declare an urgency condition by
Broadcast transmitting “PAN PAN” three times
Phraseology “PAN-PAN, PAN-PAN, PAN-PAN”
Phraseology ⊙ In lieu of, or in addition to transmitting “MAYDAY” or

“PAN-PAN”, pilots may transmit a general statement
informing ATC of an emergency
“DECALRING EMERGENCY FUEL”
286
Emergency Certain transponder codes are reserved for alerting

Transponder ATC to aircraft emergencies :
Squawk
CODE MEANING
7700 Emergency in progress
7600 Radio failure
7500 Unlawful interference
287
Controller ⊙ If the pilot is reluctant to declare an emergency, or

Declared DOES NOT declare an emergency, and the controller
Emergency believe an emergency condition exists or is imminent,
Conditions
• Handle the situation as an emergency, and select the
most appropriate course of action for the condition at
hand
Emergency Emergencies are categorized as :

Categories
⊙ Equipment malfunctions/Failures
⊙ Pilot problems
⊙ Unlawful interference
⊙ Fuel dumping
288
⊙ When an emergency is declared by an aircraft, ATS unit
Emergency
should take appropriate and relevant action:
Declaring –
Controller • Unless known, ascertain aircraft identification, type, type
Actions of emergency, position, level and intentions of flight crew
• Decide upon the most appropriate type of assistance
• Enlist the aid of other ATS unit
• Provide flight crew with all the information requested as
well as additional relevant information
• Obtain from the operator or flight crew information such
as POB, amount of fuel remaining, possible presence of
hazardous materials
• Notify appropriate ATS units and authorities
289
⊙ When an emergency is declared by an aircraft, ATS unit
Emergency
should take appropriate and relevant action:
Declaring –
Controller • Changes of radio frequency and SSR code should be
Actions avoided unless a better service can be provided
• Manoeuvring instructions to aircraft experiencing engine
failure should be limited to minimum
• Inform other aircraft in the vicinity
• Give priority to aircraft on emergency
290
Emergency Possible types of aircraft emergencies are:

Types
⊙ Engine on fire
⊙ Fire/smoke in cargo, cockpit/cabin compartment
⊙ Fire indicator “ON”
⊙ Emergency descent
⊙ High temperature indication on engine
⊙ Engine problem/shut down
⊙ Hydraulics problem
⊙ Shattered windscreen
291
Emergency Possible types of aircraft emergencies are:

Types
⊙ Unable to retract undercarriage door
⊙ Burst tyres
⊙ Cargo door indicator “ON ”
⊙ Bird strike
⊙ Volcanic Ash
⊙ Low on fuel
292
Equipment The failure or malfunction of airborne or ground-based
Malfunctions/ equipment may lead to an emergency situation or to
Failures increased controller workload.
⊙ Typical equipment failures or malfunctions include:
• Aircraft mechanical equipment
• Aircraft communications equipment
• ATC radar equipment
293
⊙ Pilots problems may develop from a variety of
Pilot
physiological or other reasons including :
Problems
• Medical emergencies
• Overdue aircraft
• Strayed aircraft
• Unidentified aircraft
• Weather difficulty
294
Emergency Because of the wide variety of emergency situations, the

procedures in this lesson are general guide and MUST be
Procedures
modified to handle each emergency.
⊙ In any emergency, the controller MUST take the time

Obtain to obtain enough information from the pilot or other
Pertinent sources to provide intelligent and effective assistance.
Information
• If a pilot does NOT provide enough information for
the controller to handle a situation, the controller
MUST ask for it.
295
EMERGENCY INFORMATION PROCEDURES
Minimum ⊙ The following information MUST be obtained before

meaningful assistance can be provided:
Required
Information • Aircraft identification and type
• Nature of the emergency
• Pilot’s desires
296
EMERGENCY INFORMATION PROCEDURES (cont’d)
Depending on the exact nature of the emergency, other

Additional
information may be desirable or required.
Information
⊙ Obtain other useful information as time and
circumstances allow, including:
• Altitude and heading

• Fuel remaining in time
• Pilot reported weather
• Pilot capability for IFR Flight
• Visible landmarks
• Last known position
• Number of people on board
• Navigation equipment on board
297
EMERGENCY ASSISTANCE PROCEDURES
Provide General emergency assistance procedures apply to both

procedural and radar control. The following are
Assistance particular to radar control:
⊙ General assistance
⊙ Assistance to lost aircraft
⊙ Assistance to aircraft encountering unlawful

interference
298
EMERGENCY ASSISTANCE PROCEDURES (cont’d)
299
General ⊙ The progress of an identified aircraft in an emergency

Radar SHALL be monitored and, whenever possible, plotted on
Assistance the radar display.
⊙ Information SHALL be provided to ALL ATS units

which may be able to give assistance to the aircraft.
⊙ Radar transfer to adjacent sectors SHALL be effected when

appropriate, BUT ONLY if better handling will result and
the transfer DOES NOT jeopardize the flight.
300
301
Assistance to ⊙ Locating and assisting a lost pilot may be one of the

Lost Aircraft most important services you will ever provide as a
radar controller.
⊙ Pilots of lost aircraft may not only be panicked and

confused, but may also be in danger of running low on
fuel or straying into an area where there is a risk of
interception. Assistance to lost aircraft includes
providing service to :
• Strayed aircraft
• Unidentified aircraft
• Intercepted aircraft
302
Aviation is often the target of terrorists. Terrorist
Unlawful
methods to hinder aircraft operations include:
Interference&
Bomb Threat ⊙ Unlawful interference with an aircraft (Hijack)
⊙ Bomb threat
303
An aircraft subject to unlawful interference may
Verifying
communicate its situation in the following ways :
Unlawful
Interference ⊙ Squawk 7500 on Mode A/3
⊙ Verbally state that the aircraft is subject to unlawful
interference or state, “SQUAWKING 7500”
⊙ After initially communicating the situation, a pilot may
change the transponder code to 7700 or state,
SQUAWKING 7700” to indicate that the aircraft is being
threatened by grave and imminent danger and requires
immediate assistance
⊙ To ensure that transponder squawks are NOT inadvertent,
the controller states, “VERIFY
SQUAWKING SEVEN FIVE (or SEVEN) ZERO ZERO.”
Upon verification, it will NOT again be referred to by the
controller
304
Respond to ⊙ Whenever unlawful interference with an aircraft is known or

Unlawful suspend, the controller SHALL promptly attend to requests
Interference or anticipated needs of the aircraft, including :
• Transmit information pertinent to safe conduct of the flight
WITHOUT expecting a reply (aerodrome conditions,
navigation facilities, procedures, and services along the
route of flight).
• Monitor and plot the progress of the flight
• Coordinate transfer of control with adjacent ATS units
WITHOUT requiring transmissions from the aircraft
• Inform other units concerned about the progress of the
flight of pertinent details (fuel endurance, possible route,
and destination changes).
305
• Notify the operator or the designated representative

Respond to
of the appropriate Rescue Coordination Center (RCC)
Unlawful
and the designated security authority. (It is assumed
Interference
that the security authority will make other required
notifications, BUT this may vary from country to
country.)
306
The Action of ⊙ If ATS unit received information, the unit receiving the threat
ATS Unit information shall:
Receiving • If in direct communication – advise the pilot without delay
Bomb Threat of the threat and the circumstances surrounding the threat
Information • If not in direct communication – advise aircraft by the most
expeditious means through the other ATS units or other
channels
⊙ In addition, ATS unit shall:

• Ascertain
• If not in direct communication – advise aircraft by the most
expeditious means through the other ATS units or other
channels
307
The Action of ⊙ In addition, ATS unit shall:

ATS Unit • Ascertain the intentions of the flight crew
Receiving • Report such intentions to other ATS units
Bomb Threat • Handle aircraft expeditiously while ensuring the safety of
Information other aircraft and that personnel and ground installation
are not put at risk
• Any request by aircraft, in flight, shall be approved as
soon as possible
• Ensure an aircraft, on the ground to remain as far as
possible from other aircraft and installations
☞ Note – ATS unit shall not provide any advice or

suggestions concerning action to be taken by flight crew
in relation to an explosive device
308
Strayed A strayed aircraft is an aircraft which has deviated

Aircraft -  significantly from its intended track or which reports it
Definition is lost
Unidentified aircraft is an aircraft which has been

Unidentified
 observed or reported to be operating in a given area
Aircraft -
but whose identity has not been established
Definition
Note – An aircraft may be considered, at the same
time, as “strayed”by one unit and as "unidentified”by
another unit or suspected to be hijacked
309
Strayed ⊙ To assist strayed aircraft to safeguard its flight, an ATS unit

Aircraft – shall:
ATC If the aircraft's position is not known
Actions • Try to established two-way communications
• Use every available means to determine its position
• Inform other ATS units affected
• Inform relevant military units, if necessary
• Request assistance from other aircraft in flight and ATS
units to establish communications and position
310
Strayed ⊙ To assist strayed aircraft to safeguard its flight, an ATS unit

Aircraft – shall:
ATC If the aircraft's position is known
Actions • Advise aircraft of its position and corrective actions to be
taken
• Provide relevant information on the aircraft and any
advice given to that aircraft to other ATS units and if
necessary, appropriate military units
311
⊙ As soon as an ATS unit becomes aware of an unidentified

Unidentified
Aircraft – aircraft in its area, it shall:
ATC Actions • Attempt to established two-way communication
• Inquire of other ATS units within FIR about the flight and
request their assistance in establishing two-way
communication
• Inquire of other ATS units serving the adjacent FIRs
about the flight and request their assistance in
establishing two-way communication
• Attempt to obtain information from other aircraft in the
area
• As, necessary inform the appropriate military unit as
soon as identity of the aircraft has been established
312
⊙ When an air traffic control unit learns that a civil aircraft is

Interception
of Civil being intercepted, the following steps should be taken
Aircraft • Attempt to establish communication on any frequency
(including the emergency frequency), unless such
communication exists
• Inform the pilot of the interception
• Establish contact with the intercept control unit and
provide it with available information concerning the
aircraft
• Relay messages between the intercepting aircraft or
the intercept control unit and the intercepted aircraft as
necessary
313
Interception ⊙ When an air traffic control unit learns that a civil aircraft is
of Civil being intercepted, the following steps should be taken
Aircraft • Coordinate with the intercept control unit to ensure the
safety of the intercepted aircraft
• Inform ATS units serving adjacent FIRs if it appears
that the aircraft has strayed from such adjacent FIRs
• If the aircraft to be intercepted is outside of your area of
jurisdiction, advise the appropriate ATS unit and relay
messages as necessary
314
Emergency ⊙ If an aircraft announces that it is making an emergency

Descent descent , the conrtroller shall immediately take all
possible action to safeguard other aircraft
⊙ The general broadcast to warn aircraft of an emergency
descent should be followed, as necessary, by specific
instructions
Phraseology ATTENTION ALL AIRCRAFT BETWEEN SEL AND KAKSO

EMERGENCY DESCENT IN PROGRESS FROM FL240 TO
FL 150
315
Emergency ⊙ Immediately after such an emergency broadcast has been

Descent made, ATC shall forward further clearance to all aircraft
involved as to additional procedures to be followed during
and subsequent to emergency descent
⊙ It is expected that aircraft receiving such broadcast will
clear the affected and standby for further clearances from
ATC
⊙ Inform any other ATS units which may be affected
316
Fuel Dumping ⊙ Aircraft in emergency situations often dump fuel

before landing to reduce fire hazard and to decrease
aircraft weight
317
Fuel Dumping ⊙ When advised by pilot, ATC unit shall coordinate with
- General th flight crew the following:
• The route to be flown(if possible clear of populated
areas and adverse weather areas)
• The level to be used, which shoule be not less than
6,000ft
• The duration of the fuel dumping
318
Fuel Dumping ⊙ Other known traffic should be seperated from the

aircraft dumping fuel by:
- Separation
• At least 10 NM horizontally, but not behind the
dumping fuel
• Vertical separation if behind the aircraft dumping
fuel within 15 minutes flying time or a distance of
50 NM by:
- at least 1,000ft if above the aircraft dumping
fuel; and
- at least 3,000ft if below the aircraft dumping
fuel
Fuel Dumping - ⊙ If the aircraft will maintain radio silence during tha fuel
Communication dumping operation, the frequency to be monitored by
the flight crew and the time when radio silence will
terminate should be agreed
319
EMERGENCY COMMUNICATION PROCEDURES
Aircraft with ⊙ If two-way radio communication is lost, determine

Transmitter whether aircraft’s radio receiver is functioning by
Failure issuing instructions to:
• Make a specified manoeuvre and observe its track
(ensure aircraft would be able to regain track after
having complied with the instruction)
• Operate IDENT
• Make SSR code changes
320
(cont’d)
Aircraft with ⊙ Where it has been established that the receiver is

Transmitter functioning, use the same procedure to obtain
Failure acknowledgement of clearances issued to aircraft
Phraseology ⊙ “KOREAN AIR ONE TWO THREE FOUR REPLY NOT

RECEIVED IF YOU READ TURN LEFT HEADING
040
⊙ “KOREAN AIR ONE TWO THREE FOUR REPLY NOT
RECEIVED IF YOU READ SQUAWK IDENT”
⊙ “KOREAN AIR ONE TWO THREE FOUR REPLY NOT
RECEIVED IF YOU READ SQUAWK (Code]”
321
(cont’d)
Aircraft with ⊙ If the aircraft takes the specified action, control

Transmitter instructions may continue
Failure
“KOREAN AIR ONE TWO THREE FOUR TURN

or[SQUAWK, IDENT] OBSERVED, 5 MILES SOUTH
Phraseology
OF ANYANG VOR WILL CONTINUE RADAR
CONTROL
322
(cont’d)
Aircraft with ⊙ If aircraft is already indentified

• Continue to apply radar separation between
Complete
communication failure aircraft and all controlled traffic
Radio ⊙ If aircraft is not indentified
Failure • Apply radar separation between identified aircraft and all
unidentified aircraft observed along the route of the radio
failure aircraft
• Until the aircraft has landed, passed through the airspace
concerned or has proceeded elsewhere
323
(cont’d)
Ground ⊙ In the event of complete failure of the ground radio equipment,

the controller shall:
Radio
• Without delay inform all adjacent control position or ATC
Failure unit, as applicable
• Apprise such positions or units of the current traffic
infromation
• Request their assisatance, in respect of aircraft which may
established communications with those positions or units,
in establishing and maintaining separation between such
aircraft
• Instruct adjacent control positions or ATC units to hold or
re-route all controlled flights outside the area of
responsibility of the position or ATC that has experienced
the failure
324
(cont’d)
Ground ⊙ In order to reduce the impact of complete ground radio

equipment failure, the ATS authority should establish
Radio
contigency procedures to be followed by control positions in
Failure the event of such failures
⊙ Such contigency precedures should provide for the
delegation of control to an adjacent control position or ATC
unit in order to permit a minimum level of services to be
provided as soon as possible
325
(cont’d)
Blocked ⊙ In the event of control frequency is advertently blocked by an

aircraft transmitter, the following steps should be taken:
Frequency
• Attempt to identify the aircraft concerned
• Apprise such positions or units of the current traffic
infromation
• If the aircraft blocking the frequency is identified, attempts
should be made to establish communication with that
aircraft(e.g. On the emergency frequency 121.5 MHz,
through the aircraft operator’s company frequency if
applicable, on any VHF frequency designated for air-to-air
use by flights crews or any other communication means or,
if the aircraft is on the ground, by direct contact
• If communications is established with the aircrft concerned,
the flight crew shall be to take immediate action to stop
inadvertent transmissions on the afffected control
frequency
326
(cont’d)
Aircraft with ⊙ In areas where the carriage of functioning transponder is
Transponder mandatory, in case of transponder failure after
Failure departure:
• ATC can allow the flight to continue to destination
aerodrome as per flight plan( check with adjacent ATS
units first)
⊙ If traffic situations either in terminal area or en-route do
not permit continuation of flight, the aircraft may be
required to :
• Return to departure aerodrome, or
• Land to nearest suitable aerodrome(acceptable to
operator and ATC)
327
(cont’d)
Aircraft with ⊙ In case of transponder failure before departure, if

Transponder transponder cannot be repaired at departure
Failure aerodrome:
• Allow aircraft to proceed to nearest suitable
aerodrome for repair
• Permission for such flight is subject to prevailing traffic
situations
328
(cont’d)
ATS ⊙ In the event of radar failure but air-ground

surveillance communications is still functioning, the radar controller
System shall:
Failure • Plot positions of all identified aircraft and establish
procedural separation and if necessary, limit the
number of aircraft permitted to enter the area
• If unable to provide standard procedural separation
immediately, use of flight levels by half the applicable
vertical separation minimum may be resorted to
temporarily as am emergency measure
329
TCAS/ ACAS
TCAS/ACAS ⊙ The system is known as :

• ACAS – in ICAO terminology(TCAS with updated
sofeware version 7)
The 2 terms refer to the system that provide collision
avoidance advice to pilots
⊙ What is TCAS & ACAS

• TCAS – Traffic Alert and Collision Avoidance system
• ACAS – Airborne Collision Avoidance system
330
TCAS/ ACAS(cont’d)
Categories ⊙ There are 3 categories of ACAS devices

of ACAS • ACAS Ⅰ (TA only)
- Provides proximity warning only(see and avoid)
• ACAS Ⅱ (TA and RA)
- Provides Traffic Advisory and Resolution Advisory
(escape maneouvres) vertically to avoid conflicting
traffic
• ACAS Ⅲ (TA and RA)
- Provides Traffic Advisory and Resolution Advisory in
the vertical and horizontal directions to avoid
conflicting traffic
- But no ACAS Ⅲ systems have been developed yet
(due to technical problems such as horizontal direction
accuracy)
331
TCAS/ ACAS
ACAS – ⊙ ACAS generates:

Warning • RA 15-35 seconds before the closest point of
Times approach(CPA) of the aircraft
• TA 20-48 seconds from the CPA
ACAS TA - ⊙ TA alert the pilot to potential RAs and assist the pilot to
Pilot Actions sight near by traffic. What must the pilot do:
• Pilot to establish visual contact with conflicting
traffic(enhance situation awareness)
• No avoiding action needed
332
TCAS/ ACAS
ACAS RA - ⊙ RA - pilot actions:

Pilot Actions • Pilot to respond immediately to the manoeuvring as
indicated on VSI(Vertical speed Indication)
• Manoeuvres to resolve confliction should be kept to
minimum
• Inform ATC immediately
• Do not manoeuvre contrary to the RA based solely
upon ATC instruction
• Return to assigned level as soon as “clear of conflict”
333
TCAS/ ACAS
ACAS RA - ⊙ When a pilot reports a manoeuvre induced by ACAS RA,

Controller the controller shall:
Actions • Acknowledge pilot’s report of RAs using the phrase
“ROGER”
• Not attempt to modify the flight path of any aircraft
involved in the RA
• Not issue any clearance or instructions to aircraft
involved until pilot report returning to assigned ATC
clearnce
• Provide traffic information if deemed necessary
334
TCAS/ ACAS
RTF ⊙ Report of manoeuvre by pilot:

Phraselogy • P : KOREAN AIR 012 TCAS RA
on the TCAS • C : KOREAN AIR 012 ROGER REPORT RETURNING
Encountes TO CLEARANCE
⊙ Termination of conflict reported by pilot

It is expected that controllers will either acknowledge this
report or issue a revised clearance:
• P : KOREAN AIR 012 CLEAR OF CONFLICT,
RETURNING TO CLEARANCE, NOW MAINTAINING
FL270
• C : KOREAN AIR 012 ROGER or KOREAN AIR 012
DESCEND TO FL230
335
TCAS/ ACAS
⊙ If a pilot is unable to comply with a clearance as a result of
RTF
TCAS alert:
Phraselogy
on the TCAS • P : KOREAN AIR 012 UNABLE TO COMPLY, TCAS RA
Encountes • C : KOREAN AIR 012 ROGER
☞ The pilot should report when clear of the ACAS conflict
336
IN CONCLUSION

Summary
⊙ Lesson Review
• Determining emergency situations
• Emergency information procedures
• Emergency assistance procedures
• Emergency communication procedures
• TCAS/ACAS
337
THANK YOU
338

Radar Approach Course PDF

Uploaded by

Copyright:

Available Formats

Radar Approach Course PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Radar Approach Course PDF

Uploaded by

Copyright:

Available Formats

ICAO Fellowship Program

Radar Approach Control

Korea Airports Corporation

1990.9 ~ 2009.7 (MOT)

 Radar Approach Control(FAA Academy, USA)

CHAPTER 1 RADAR SYSTEMS … 6

CHAPTER 2 RADAR TRACKING SYSTEMS … 31

CHAPTER 3 ATC TRANSPONDER SYSTEMS … 54

CHAPTER 4 RADAR IDENTIFICATION … 82

CHAPTER 5 RADAR SEPARATION … 113

CHAPTER 6 RADAR VECTORING … 135

CHAPTER 7 SPEED CONTROL … 133

CHAPTER 8 RADAR DEPARTURE … 173

CHAPTER 9 RADAR APPROACH … 205

CHAPTER 10 TRANSFER OF RADAR CONTROL … 229

CHAPTER 11 RADAR PRIORITY … 252

CHAPTER 12 EMERGENCY … 280

 In a procedural environment, controllers must use their imagination to

Overview This lesson includes the following topics:

Primary radar. A radar system which uses reflected radio

Primary surveillance radar(PSR). A surveillance radar

Position indication. The visual indication, in non-symbolic

⊙ The primary radar signal a pulse of radio energy similar to

⊙ This reflected signal is timed, processed, and presented on a

(CLASS NOTE : Primary radar DOES NOT require any

Transmitter ⊙ The transmitter generates a pulse of radio energy

Antenna ⊙ The antenna focuses, broadcasts, and collects reflected

Receiver ⊙ The receiver processes reflected radio energy

Feature of Important feature which improves primary radar presentation is:

Moving Target Indicator(MTI) is an adjustable feature on most

How MTI Affects

MTI ⊙ An MTI advantage is that it displays ONLY objects in

⊙ Primary radar signals are directed up and away from the

⊙ Aircraft flying directly over the antenna will disappear from

Secondary surveillance radar (SSR). A surveillance radar

Decoder. A device in the video circuitry between the

Advantage of Some advantages of secondary radar are:

Disadvantage Some disadvantages of secondary radar are:

Lesson This lesson continues with :

• Primary Radar System

• Secondary Radar System

• Advantages/disadvantages of Primary Radar System

• Advantages/disadvantages of Secondary Radar System

RADAR TRACKING SYSTEMS

Lesson At the conclusion of this lesson you will identify:

In this lesson you will discuss:

Components Automated Radar Tracking Systems have two major

☞ Note: All radar data is updated by the RDP each

⊙ Flight Data Processor (FDP) performs three functions:

Performing ⊙ The Flight Data Processor uses computer files to

Ground • The FDP calculates aircraft speed across the ground

Flight Path • FDP calculates projected changes in aircraft position

☞ Note: Think of a computer files as a

⊙ Ground speed, flight path, and altitude projections are

Aircraft • FDP calculates projected flight paths, altitude, and

Flight Data • Flight Data Processor (FDP) continuously cross-checks

Transponder • FDP cross-checks the transponder code assigned by

Sends ⊙ After collecting, storing, and making necessary

Review Review the following information.