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Introduction To Vectoring


In this lesson we will be discussing vectoring. Vectoring is a term that is used to describe any sort of turn or course change that we provide to the pilot. Lets start by looking at the different ways of vectoring an aircraft.

Methods


There are four different methods to vector an aircraft. They are as follows:

  • Issue the direction and heading too turn to - This will be the most used type of vector. Headings should be rounded off to the nearest 10th degree. The correct phraseology is to tell the pilot to turn left, right, or to fly a heading. "TURN LEFT/RIGHT HEADING (degrees)"or "FLY HEADING (degrees)" Note that if you use the term "fly" it authorizes the pilot to turn in the shortest direction to get to that heading, which could be either left or right, so keep that in mind. Some examples are:
    • "Jetblue 1203, Fly heading 270"
    • "American 2230, Turn left heading 130."
    • "Skyhawk N4578Q, Turn right heading 090"


  • Issue the direction and a number of degrees to turn - This is similar to the first one with the exception of replacing the heading with the number of degrees you would like the pilot to turn. "TURN LEFT/RIGHT (number) DEGREES" When utilizing this format for vectoring, it would be incorrect to use the term "fly". Some examples are:
    • "Jetblue 1203, Turn left 20 degrees"
    • "American 2230, Turn right 40 degrees"
    • "Skyhawk N4578Q, Turn left 10 degrees"

  • Issue a No-Gyro Vector - This is one that you probably will not use very often. It is most often used if the pilot requests it for partial panel (failed or simulated failed cockpit instrument) operations. That does NOT mean that you can not use it for normal operations, it is just rather inefficient. So when giving these vectors, you must tell the pilot, "THIS WILL BE A NO-GYRO VECTOR"~~ . You must also tell the pilot to ~~red:"TURN LEFT/RIGHT"~~ and when to ~~red:"Stop Turn". The pilot will make a standard rate turn of 3 degrees per second, which if they were to make a full 360 degree turn would equate to 2 minutes. Some examples are:
    • "Jetblue 1203, This will be a No-Gyro Vector, Turn left..." then "Stop Turn"
    • "Skyhawk N4578Q, This will be a No-Gyro Vector, Turn right..." then "Stop Turn"

  • Issue a heading to fly after a fix - This is one that will assist you greatly. It helps keeping consistency. You instruct the pilot to "DEPART (fix) HEADING (heading)"
    • "Jetblue 1203, after Falmouth, fly heading 310"
    • "Skyhawk N4578Q, depart CEGRM heading 130"


Vectoring Rules


There are some rules that must be applied when vectoring aircraft. We will review those now.

  • Anytime you issue vectors to an aircraft you must tell them WHY you are vectoring them. The reasoning shall only be mentioned initially. The reason can be anything from vectors for traffic, sequencing, in-trail spacing, etc. When an aircraft is departing you do NOT have to tell him to expect vectors for anything. This is because either via the clearance or the wording on the SID, the pilot is already expecting those vectors. You must, however, provide this for aircraft arriving as the STAR does not tell the pilot what to expect vectors for, only to expect vectors.
    • "American 113, Turn left heading 180 vectors ILS runway 36R Approach"
    • "Skyhawk N5204N, Turn right heading 090, vectors for sequencing"

  • Anytime you vector an aircraft through something that they are expecting to join, you must tell them why. This is to ensure adequate communication between yourself and the pilot. This would include any time you vector an aircraft through a localizer, final approach course, radial, airway, etc. that the pilot expected to join.
    • "American 113, Turn left heading 180 vectors through the 36 Right localizer for re-sequencing"
    • "Skyhawk N5204N, Turn right heading 090, vectors through the Cincinnati 220 Radial for traffic"

  • Aircraft must be vectored to join the localizer or final approach course at 30 degrees or less if greater then two miles from the final approach fix, or less then 20 degrees if less then two miles from the final approach fix (if applicable), and 45 degrees if a helicopter.
    • "Skyhawk N45284, Turn left heading 150. Join the 18C localizer"


Proceed Direct


Vectoring is only half the battle when working aircraft. It is not feasible to vector an aircraft all the way to its destination so at some point in time, we have to tell an aircraft to proceed direct something.

Area vs Non-Area Navigation


The procedures we use to vector aircraft will depend on whether the aircraft has some sort of area navigation or not. Let's start with Area Navigation.

Area Navigation

These aircraft have some way of proceeding direct any point in space. The following equipment suffixes fall under this category.

/Y, /C, /I, /E, /F, /G, /R, /J, /K, /L, /Q, /W

If you see an aircraft without an equipment suffix, then assume that they do NOT have area navigation capabilities.

So regardless of where they are going (FIX/VOR/TACAN/NDB/LATT-LONG/AIRPORT/etc) it doesn't matter. The phraseology is the same, its also much simpler.

"(aircraft) CLEARED DIRECT (anything)"

"Jetblue 1202, Cleared direct the Orlando VOR"


Be careful to NOT use the term, "Cleared To" when issuing this instruction. That instruction changes the pilot's clearance limit (given to him in his clearance). If you issue that instruction, the pilot will arrive at the VOR but cannot proceed beyond it, and will commence to hold, awaiting further clearance.


Non-Area Navigation

These are aircraft that do not have any sort of GPS/FMS/IRU or anything else that can tell them exactly where something is, and how to get to it, regardless of their location. Lets first look at what equipment suffixes denote Non-Area Navigation.

/X , /T , /U, /D, /B, /A, /M, /N, /P

Before we can continue, let's look at the navaid limitations for FS9 Navaids.

  • The typical range of an FS VOR above FL180 is 130 NM. Below FL180 it can be as little as 40 NM depending on terrain and the aircraft's altitude.
  • The range of most NDBs is approximately 50 NM but this also varies with terrain and altitude.
  • Unless the aircraft is on an airway you must constantly watch the aircraft on radar and provide course corrections as necessary.

So let's say you wanted to tell an aircraft with the above equipment suffixes to proceed direct a navaid. If they are within range of the navaid, then you can use the same phraseology that you used for those aircraft with area navigational capabilities: "CLEARED DIRECT". However if they are out of range, or you have any doubt that they may be, then you would use the phraseology below:

"(aircraft) (heading) PROCEED DIRECT (VOR/NDB/TACAN) WHEN ABLE"

"Skyhawk N5204N, Turn left heading 180, proceed direct the Ocala VOR when able."

What this means is that the pilot is going to fly whatever heading you give him, UNTIL he is receiving the navaid, THEN he will proceed direct.

What about going direct an intersection/fix? First let's remind you of what an intersection is. An intersection is a point in space that is defined by either two VOR/NDB radials/courses, or by DME. Because the aircraft with the above equipment suffixes have no method for knowing how to get to that precise point in space, we have to provide assistance.

We will vector the aircraft to join an airway/radial that will get it to that fix. You would vector just as you would to join the radial, but your phraseology would be different.

"(aircraft) (heading) to join the <Fix> (radial) (outbound/inbound) to (fix/intersection)"

"American 113, Turn left heading 030 to join the Cincinnati 052 Radial outbound to ICING"


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