Quick Checklist
Before opening the position
- I know the runway in use and the expected type of approach
- I have the minimum vectoring altitude for each sector of the TMA (ATCSMAC, or MSA and area charts)
- I know the STARs, the holding fixes and the transfer points to the tower and the center
- I have read the TMA's local instructions in the Terminals section
- I know who is online at the tower and the center, and have agreed on the sequence and the transfer
Before the first vector
- The aircraft is identified and the pilot has been informed
- I have informed the position, when required
- I know where it is going and how vectoring ends
- The assigned altitude is safe for the whole area it will overfly
- The vector does not take it within 2.5 NM of the boundary of my airspace, nor outside controlled airspace
- If communication fails on this heading, will it be somewhere safe? If not, I have given the limit and the communication failure instruction
Pocket minima
| Item | Value |
|---|---|
| Horizontal separation with ATS surveillance | 5 NM (10 NM only with en-route radar in the TMA) |
| Vertical separation (APP) | 1,000 ft |
Wake turbulence, H → M / H → L | 5 NM / 6 NM |
Wake turbulence, M → L | 5 NM |
Wake turbulence, J → H / J → M / J → L | 6 / 7 / 8 NM |
| Distance from the airspace boundary | 2.5 NM |
| Maximum intercept angle to the final course | 45° |
| Last speed control | 4 NM from the threshold |
| Minimum speed reduction for jets below FL 150 | 220 kt |
| Below 250 kt in the initial descent | Only with the crew's agreement |
Building the sequence
- Line built by estimated time at final, with special priorities first
- Target spacing for each pair = greater of radar and wake turbulence minimum + 1 to 2 NM
- Tools in order of cost: speed → shortcut → downwind leg → orbit → holding
- I adjusted the aircraft behind first, or sped up the one ahead
- No request for a fast descent and a speed reduction at the same time
- Expected approach time given to aircraft that will hold, and revised if it changes by 5 minutes or more
- Tower informed of the sequence and of the restrictions given
On the final vector
- Type of approach and runway informed
- Position informed at least once before final
- Intercept of 20° to 30°, at least 2 NM before the FAP, below the glide path
- Approach clearance given together with the intercept vector
- "Report established" requested
- Transfer to the tower in time for it to give the landing clearance
When vectoring ends
- "Resume own navigation", with the position if the aircraft is off its route
- Speed restrictions explicitly cancelled or maintained
- Heading, level and speed updated on the EuroScope tag