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“…descend and maintain” (altitude). Start down now, please. I need you level in thirty miles or less.” (Thank you Mr. Larry Holcomb, retired KORD management.)
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 49
As you will see on your Menu Display, you have the option to accept or deny these restrictions. If you acknowledge the restriction, you bought it. Meet it. If you choose “Unable”, the controller will issue alternate instructions. IMPORTANT NOTE – Your co-pilot is a very accommodating individual. The co-pilot will always acknowledge any crossing restriction. Once a restriction is acknowledged, there is no turning back. There is no “I Changed My Mind”. If you see you are too high to realistically meet the crossing restriction you know is coming, take those comms back beforehand. Crossing restrictions are usually issued at approximately 30 miles from your final checkpoint, or 70 miles from your destination airport.
Near-side / Far-side Crossing Restrictions
Traffic management is always looking for better, more efficient ways to expedite a traffic flow. Implementing the “Near-side / Far-side” concept does that in crossing restrictions. It can benefit you, the user, by allowing you to stay higher-faster under certain circumstances, than what was once considered standard. If filed aircraft type is Jet or Heavy, expect your crossing altitudes to be either 11,000 or 12,000. If you are assigned 11,000, the 250kt speed restriction will come with it. No speed restriction is issued with the 12,000 altitude. Keep it rolling if you wish, remembering that at some point the Approach controller will clear you below the 250kt altitude, by which time you must be at or slower than 250kts! Now, what determines Near-side / Far-side. It’s dependent on which direction you are approaching the airport, and which runway is being used. Example: Your destination airport is KATL with the active landing runway being 09R (an east/west rwy). Picture two halves, east/west halves, split by the ATL 360° and 180° radials. Flights approaching the KATL area from the east (inbound on any of the ATL radials 360° clockwise to the 179°) would be considered Far-side (or Long-side). Flights approaching the KATL area from the west (inbound on any of the ATL radials 180° clockwise to the 359°) would be considered Near-side (or Short-side). Picturing this, you can see where if you are approaching the KATL area from the west with an active rwy 09R, you will be flying a shorter distance to the threshold once in Approach airspace than if you were approaching from the east, the opposite side of the field. With Near-side, the Approach controller has less time to get you down to the MSA, less time to get you sequenced etc. Thus, Near-side he wants you lower and slower than had you come from the Far-side.
Final comments on Near-side / Far-side, and Crossing Restrictions
Depending on where your final flight planned checkpoint lays, and from which direction you are approaching destination airport reference the active landing runway, you will hear any one of the following crossing restrictions:
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 50
“(call sign), cross four zero miles from (checkpoint) at one one thousand, two five zero knots. Altimeter xxx”. (Final checkpoint 5m or less from destination airport, Near-side)
“(call sign), cross four zero miles from (checkpoint) at one two thousand. Altimeter xxx”. (Final checkpoint 5m or less from destination airport, Far-side)
Radial/DME Crossing Restrictions (above) require final checkpoint to be a VORTAC. If your final checkpoint is something other than a VORTAC (waypoint, intersection, NDB etc.), and even if this final checkpoint is closer than five miles from the arrival airport, you will get one of the two following crossing restrictions:
“(Call sign), descend and maintain one one thousand. Reaching one one thousand reduce speed to two five zero knots. Start down now please. I need you level in thirty miles or less. Altimeter xxx”. (Final checkpoint >5m from destination airport, Near-side)
“(call sign), descend and maintain one two thousand. Start down now please. I need you level in thirty miles or less. Altimeter xxx”. (Final checkpoint >5m from destination airport, Far-side)
NOTAMs and Crossing Restrictions
If you checked NOTAMs for your arrival airport, this is the time you start looking out for those mountains. Your crossing restriction will include the NOTAM Advisory. Clearances will be preceded by the phrase „when able‟ or „if feasible‟. That gives you some latitude to disregard instructions which would otherwise get you plastered on the side of a mountain. Be aware, the RC controllers issue heading and altitude clearances based on where you should be, not necessarily from where you are. To every extent possible, accommodate your control clearances. TIP - Remember, use the MSA entry boxes on the Controller Info to accurately enter or amend the area‟s safe altitudes per your arrival charts and/or approach plates. Unlike NOTAMs on the departure side, with arrival NOTAMs there is no need (nor option) to advise any controller you are able to adhere to instructions. With respect to arrival NOTAMs, expect very similar handling in the descent and arrival phases of your flight, regardless of level of ATC service.
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