Owais Crawford
Satellite airports are landing strips that are not considered main airfields but can be used as a substitute for a larger nearby airfield. They are defined by their proximity to the primary airport, falling within a Class C airspace area, and are subject to specific regulations regarding aircraft operations and traffic patterns. Examples of satellite airports include Royal Air Force Relief Landing Grounds (RLGs), Jervis Bay Airfield, and Naval Air Station Kingsville. When landing at a satellite airport, it's important to be aware of the relevant procedures and any potential differences from larger airports in terms of infrastructure and services offered.
Characteristics and Values of Satellite Airports
| Characteristics | Values |
|---|---|
| Definition | Landing strips not regarded as main airfields but must be taken as a substitute for a larger nearby airfield |
| Examples | Royal Air Force Relief Landing Grounds (RLGs) |
| Two-way Radio Communications | Required with the ATC facility having jurisdiction over the Class D airspace area as soon as practicable after departing |
| Instrument Landing System (ILS) | Primary means for precision approaches |
| Satellite-based Landing System (SLS) | New certified cockpit avionics function for operators of the A320 and A330 families, for line-fit and retrofit |
| Global Navigation Satellite Systems (GNSS) | Include GPS, significantly evolving aircraft navigation over the past 25 years |
| Ground-Based Augmentation System (GBAS) | Augments the existing Global Positioning System (GPS) used in U.S. airspace by providing corrections to aircraft near an airport |
| Approach Control Program | Provides arriving VFR traffic with detailed landing information |
| Altitude Requirements | Pilots of large or turbine-powered airplanes must climb to an altitude of 1,500 feet above the surface as rapidly as practicable |
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What You'll Learn
Satellite navigation technologies are now in place to perform approaches
Satellite landing systems are now being used in aviation to perform approaches and landings. Satellite navigation technologies, such as the Global Positioning System (GPS), have significantly evolved over the past 25 years, enhancing airline operations. GPS is a satellite-based hyperbolic navigation system owned by the United States Space Force and is one of the global navigation satellite systems (GNSS) that provide geolocation and time information to a GPS receiver.
The Instrument Landing System (ILS) is still the primary means for precision approaches, but new satellite technologies are being integrated with an ILS-like interface to benefit from ILS operational experience. Airbus, for example, has introduced a certified cockpit avionics function for operators of the A320 and A330 families, referred to as a satellite-based/augmented landing system (SLS). This system enables pilots to perform 'straight-in' approaches using satellite positioning into airports, even in low-visibility conditions.
The uptake of such approved LPV approaches is rapidly increasing worldwide. As of March 2022, there were over 4,100 LPVs serving almost 2,000 airports in the USA, with strong satellite augmentation coverage from coast to coast. In Europe, as of May 2022, there were 750 operational LPV procedures with another 500 planned in the short to medium term. It is predicted that by 2030, SLS CAT1 approaches with LPV will become the norm across the European Union, taking precedence over ILS Cat 1 operations.
Satellite landing systems enhance airline operations by enabling stable approaches, especially at airports without precision approach infrastructure. They can serve as a backup at main runways during maintenance or at alternate airports in case of diversion. Satellite landing systems also improve the accuracy and availability of position data for air traffic controllers.
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Two-way radio communication with ATC must be maintained
Satellite airports are landing strips that are not regarded as main airfields but can be used as a substitute for a larger nearby airfield. When landing in a satellite airport, two-way radio communication with ATC (Air Traffic Control) must be maintained to ensure safe operations. Here are some detailed instructions and considerations regarding two-way radio communication with ATC when landing in a satellite airport:
Establishing Two-Way Radio Communication:
When departing from a satellite airport without an operating control tower, pilots must establish two-way radio communication with the ATC facility having jurisdiction over the Class D airspace as soon as practicable. This helps ensure proper coordination and compliance with ATC instructions.
Maintaining Communication While in Class D Airspace:
Once established, two-way radio communication with ATC must be maintained while operating within Class D airspace. Pilots should follow ATC instructions and comply with the applicable provisions for Class D airspace operations. This includes maintaining the required altitudes, complying with departure and arrival procedures, and obtaining clearances for taxiing, taking off, or landing.
Effective Pilot-Controller Communication:
Effective communication between pilots and ATC is crucial for situational awareness and safety. Pilots should acknowledge each radio transmission from ATC using the appropriate aircraft call sign. Brevity is important, but clarity and understanding are paramount. Pilots must know what actions to take based on ATC instructions, and controllers need to understand pilots' intentions to provide appropriate guidance.
Radio Failure Procedures:
In the event of radio communication failure, pilots should follow established procedures. If the radio fails in flight under VFR (Visual Flight Rules), the pilot in command may continue operating the aircraft and land if weather conditions are at or above basic VFR weather minimums and visual contact with the tower is maintained. If landing is not feasible, pilots should follow procedures for radio communication outages to re-establish communication with ATC.
Prioritizing Essential ATC Communications:
Pilots should prioritize essential ATC communications, especially during single-pilot operations, to minimize delays. If unable to comply with a frequency change, pilots must promptly advise ATC. Additionally, pilots should advise ATC if they need to land to accomplish the frequency change, ensuring it will not impact other air traffic.
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Landing procedures may vary
If you are landing at a satellite airport with an operating control tower within Class C airspace, you must establish and maintain two-way radio communications with the control tower and follow any instructions given by ATC while in that airspace. It is important to note that you must comply with FAA arrival and departure traffic patterns.
For satellite airports without an operating control tower within Class C airspace, you must establish and maintain two-way radio communications with the ATC facility overseeing that Class C airspace as soon as possible after departing.
Similar procedures apply to satellite airports within Class D airspace. Two-way radio communication with the ATC facility with jurisdiction over the Class D airspace area must be established and maintained as soon as possible after departing. In the case of a communications failure, the pilot in command may operate the aircraft and land if weather conditions are at or above basic VFR weather minimums and visual contact with the tower is maintained.
Additionally, with the advancements in technology, satellite-based landing systems (SLS) have been introduced. These systems, such as the one developed by Airbus, enable pilots to perform 'straight-in' approaches using satellite positioning even in low-visibility conditions. This technology augments the existing Instrument Landing System (ILS) and provides an alternative means for precision approaches.
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Aircraft weight classes must be considered
Satellite airfields are landing strips regarded as secondary to larger nearby airfields. They are often used to relieve the pressure of flight operations at the main airfield. Aircraft weight is a critical factor in aviation, and different aircraft fall into distinct weight categories. These weight classes are essential when landing at a satellite airport, as they determine the separation required between aircraft to ensure safe operations.
The International Civil Aviation Organization (ICAO) defines four wake turbulence categories based on the maximum certificated takeoff mass of aircraft: Light (L), Medium (M), Heavy (H), and Super (J). Light aircraft weigh 7,000 kg or less, while Medium aircraft fall in the range of more than 7,000 kg but less than 136,000 kg. Heavy aircraft typically weigh 136,000 kg or more, excluding those in the Super category. The Super category includes aircraft with exceptionally high takeoff weights, such as the Airbus A380, which has a maximum takeoff weight (MTOW) of 575,000 kg.
In the United States, the Federal Aviation Administration (FAA) initially utilized six weight-based groups: Super (including the Airbus A380), Heavy, B757, Large, Small+, and Small. However, with the implementation of RECAT (Wake Turbulence Recategorization), these groups were further refined into six categories: Super, Upper Heavy, Lower Heavy, Upper Large, Lower Large, and Small. These classifications take into account not only weight but also certificated approach speeds and wing characteristics.
When landing at a satellite airport, it is crucial to consider these weight classes to maintain safe distances between aircraft. Heavier aircraft generally require greater separation due to their more significant wake turbulence. Additionally, satellite airports may have specific operational considerations or limitations that cater to a range of aircraft weight classes. By adhering to these weight classifications, air traffic controllers can efficiently manage traffic and ensure the safe arrival and departure of various aircraft types at satellite airports.
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Satellite airports are not regarded as main airfields
Satellite airports, also known as satellite airfields or landing strips, are not considered primary airfields. They are smaller airports located near a larger main airfield. These satellite airports are used to relieve the pressure of flight operations at the main airfield. For example, Royal Air Force Relief Landing Grounds (RLGs) are considered satellite airfields.
Satellite airports are defined by their proximity to the primary airport and the class of airspace they fall under. In terms of distance, a satellite airport is typically located within 5 to 10 nautical miles of the primary airport. In terms of airspace classification, a satellite airport falls under the Class C or Class D category. This means that aircraft operating in these airspaces must follow specific procedures and regulations, such as maintaining two-way radio communications with Air Traffic Control (ATC) and complying with arrival and departure traffic patterns.
The criteria for classifying an airport as a satellite airport are not always clear-cut, and there may be some ambiguity. However, satellite airports are generally characterised by their close proximity to a primary airport and their function as a relief or supplementary airfield. They may also have different operational procedures and infrastructure compared to the main airfield.
It is important to note that satellite airports are not merely extensions of the main airport but are separate entities with their own procedures and regulations. They serve as an alternative option for pilots and help manage air traffic in the region. Satellite airports may have different runway configurations, instrument procedures, and traffic patterns compared to the main airport, and pilots must be aware of these variations when operating at a satellite airport.
In recent years, satellite-based navigation technologies have been integrated with aircraft systems, enhancing landing capabilities even in low-visibility conditions. This advancement has further improved the functionality of satellite airports, providing pilots with more accurate and seamless approaches.
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Frequently asked questions
A satellite airport is any airport within a Class C or Class D airspace area that is not the primary airport for that airspace. The primary airport is the airport for which the airspace area is designated.
Procedures for landing at a satellite airport vary depending on the equipment and airspace class. In general, pilots must establish and maintain two-way radio communications with the ATC facility having jurisdiction over the airspace. In the US, the Federal Aviation Administration (FAA) has implemented a Ground-Based Augmentation System (GBAS) to improve the accuracy of aircraft GPS navigation near airports.
Satellite-based landing systems, such as the Instrument Landing System (ILS) and the Global Navigation Satellite System (GNSS), are used to perform precision approaches and landings at satellite airports. Airbus has also developed a satellite-based/augmented landing system (SLS) that enables pilots to perform 'straight-in' approaches using satellite positioning, even in low-visibility conditions.
