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a. establish for a radar or pilot-interpreted approach;
b. a position from which a visual approach can be made;
c. avoid areas of hazardous weather or severe turbulence;
d. expedite traffic flow or conform to noise abatement requirements.
3.10 For a pilot-interpreted approach, aircraft will be vectored to be established
on final track at least two (2) miles prior to commencement
of final approach. The final intercept heading will normally
intercept the final approach track at an angle of 20° to 30°. When
an aircraft is vectored for a shortened instrument approach, the
final approach point is the interception of the prescribed descent
profile.
3.11 Should the aircraft have to be vectored through the final approach
track, the controller will advise the pilot.
3.12 When the aircraft is provided with the vector to intercept final for a
pilot-interpreted approach, the pilot will be:
a. advised of range from the aerodrome, or position reference the
final approach point;
b. informed that the vector is to intercept the approach aid;
c. provided with a clearance for the approach, when such a cleararance
has been authorised; and
d. instructed to report when established on the final approach
track.
GEN TOC ENR TOC AD TOC Index
ENR (EN ROUTE) A/L 45 effective 24 NOV 05
Note: When ILS is used for final approach, pilots should report
when established on the localiser and not delay this report until the
glide path is intercepted.
3.13 When the pilot reports established on final, she/he shall be instructed
when to transfer to the tower frequency.
3.14 Unless otherwise instructed, the pilot in command should change
automatically to tower frequency, provided that:
a. the aircraft is established on the final approach track and has
been cleared for final approach; and
b. air-ground communications congestion or failure has not allowed
the pilot to report ESTABLISHED, or obtain a clearance
to transfer to tower; and
c. transfer to tower shall not be prior to 4NM from touchdown.
3.15 A radar vectoring service will not normally be terminated until the
aircraft is established within the navigation tolerance of its cleared
route, except on transfer to tower. However, subject to radar contact,
a radar vectoring service will be continued, if requested.
3.16 When a radar vectoring service is terminated, the pilot will be:
a. provided with position information including, if applicable, displacement
from the nominated track; and
b. provided with a radar heading or track clearance to intercept
the nominated track for the pilot-interpreted navigation aid; or
c. provided with a track clearance direct to an RNAV way-point to
intercept the nominated track (for an RNAV-approved aircraft).
3.17 Position information will be passed to aircraft in one of the following
forms:
a. a bearing and distance (using points of the compass) from the
aerodrome reference point, a navigation aid, or a known position;
b. a heading and distance to the appropriate reporting point, en
route navigation aid, or approach aid;
c. over a well known geographical position; or
d. a distance to the runway touchdown (as track miles to run).
GEN TOC ENR TOC AD TOC Index
ENR (EN ROUTE) A/L 45 effective 24 NOV 05
3.18 An aircraft under radar control will be advised of its position in the
following circumstances:
a. on identification, except when the identification is based on the
pilot’s report of the aircraft position or when it is established within
the prescribed distance of the runway upon departure;
b. as soon, after first contact with approach radar control, as a distance
to run to touchdown becomes evident;
c. when pilot requests position information;
d. when the pilot’s estimated position differs significantly from the
radar observed position;
e. when resuming pilot navigation after radar vectoring;
f. when a regular circuit pattern is used to vector on to the final
approach path (at least once on each leg);
g. when a straight-in approach is provided.
4. ATC RESPONSIBILITIES IN RESPECT OF UNIDENTIFIED
AIRCRAFT
4.1 ATC has no responsibility to initiate avoiding action for aircraft in
controlled airspace in respect of unidentified aircraft which can reasonably
be assumed to be outside controlled airspace.
4.2 If an aircraft is likely to be a hazard to aircraft under radar control,
the controller will take appropriate action to preserve the safety of
radar controlled aircraft.
4.3 Where there is a radar service in non-controlled airspace, radar
identified IFR aircraft will be provided with traffic information about
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