phrase “Cleared for the approach” and the communications
frequency change required, if any. From this point on, there
is no contact with ATC. The pilot is responsible for closing
the IFR flight plan before landing, if in VFR conditions, or
by telephone after landing.
Unless otherwise authorized by ATC, a pilot is expected to
execute the complete IAP shown on the chart.
Approach to Airport With an Operating Tower,
With No Approach Control
When an aircraft approaches an airport with an operating
control tower, but no approach control, ATC issues a
clearance to an approach/outer fix with the appropriate
information and instructions as follows:
1. Name of the fix
2. Altitude to be maintained
3. Holding information and expected approach clearance
time, if appropriate
4. Instructions regarding further communications,
including:
a) facility to be contacted
b) time and place of contact
c) frequency/ies to be used
If ATIS is available, a pilot should monitor that frequency
for information such as ceiling, visibility, wind direction and
velocity, altimeter setting, instrument approach, and runways
in use prior to initial radio contact with the tower. If ATIS is
not available, ATC provides weather information from the
nearest reporting station.
Approach to an Airport With an Operating Tower,
With an Approach Control
Where radar is approved for approach control service, it is
used to provide vectors in conjunction with published IAPs.
Radar vectors can provide course guidance and expedite
traffic to the final approach course of any established IAP.
Figure 10-9 shows an IAP chart with maximum ATC
facilities available.
Approach control facilities that provide this radar service
operate in the following manner:
1. Arriving aircraft are either cleared to an outer fix most
appropriate to the route being flown with vertical
separation and, if required, given holding information;
or,
2. When radar hand-offs are effected between ARTCC
and approach control, or between two approach
control facilities, aircraft are cleared to the airport or
to a fix so located that the hand-off is completed prior
to the time the aircraft reaches the fix.
a) When the radar hand-offs are utilized, successive
arriving flights may be handed off to approach
control with radar separation in lieu of vertical
separation.
b) After hand-off to approach control, an aircraft
is vectored to the appropriate final approach
course.
3. Radar vectors and altitude/flight levels are issued
as required for spacing and separating aircraft; do
not deviate from the headings issued by approach
control.
4. Aircraft are normally informed when it becomes
necessary to be vectored across the final approach
course for spacing or other reasons. If approach
course crossing is imminent and the pilot has not
been informed that the aircraft will be vectored across
the final approach course, the pilot should query the
controller. The pilot is not expected to turn inbound on
the final approach course unless an approach clearance
has been issued. This clearance is normally issued with
the final vector for interception of the final approach
course, and the vector enables the pilot to establish the
aircraft on the final approach course prior to reaching
the final approach fix.
5. Once the aircraft is established inbound on the final
approach course, radar separation is maintained with
other aircraft, and the pilot is expected to complete
the approach using the NAVAID designated in the
clearance (ILS, VOR, NDB, GPS, etc.) as the primary
means of navigation.
6. After passing the final approach fix inbound, the
pilot is expected to proceed direct to the airport and
complete the approach or to execute the published
missed approach procedure.
7. Radar service is automatically terminated when the
landing is completed or when the pilot is instructed to
change to advisory frequency at uncontrolled airports,
whichever occurs first.
Radar Approaches
With a radar approach, the pilot receives course and altitude
guidance from a controller who monitors the progress of the
flight with radar. This is an option should the pilot experience
an emergency or distress situation.
The only airborne radio equipment required for radar
approaches is a functioning radio transmitter and receiver.
Figure 10-9. Approach: an instrument procedure chart with maximum ATC facilities available.
SC-4, 16 DEC 2010 to 13 JAN 2011
SC-4, 16 DEC 2010 to 13 JAN 2011
Figure 10-9. Gulfport, Mississippi (GPT) ILS or LOC Rwy 14 Approach: An instrument procedure chart with maximum ATC facilities
available.
RADAR MINS
TROY, AL Amdt. 7, DEC 22, 2005 (FAA) ELEV 397
TROY MUNI
RADAR¹ - 121.1 319.25
DA/ HAT / DA/ HAT /
RWY GS/TCH/RPI CAT MDA-VI S HAA CEIL-VI S CAT MDA-VI S HAA CEIL-VI S
PAR 7 2.9/51 / ABC D 642 -1 250 (300-1 )
ASR 7 AB 920 -1 528 (600-1 ) C 920 -1½ 528 (600-1½ )
D 920 -1¾ 528 (600-1¾ )
CIRCLIN G AB 940 -1 543 (600-1 ) C 960 -1½ 563 (600-1½ )
D 980 -2 583 (600-2 )
When control tower closed, procedure not authorized.
¹Opr by US Army 1430-2230Z++ Mon-Fri exc hol.
WRIGHT AAF (LHW), (FORT STEWART) GA (30 NOV 00 USA) ELEV 48
RADAR 1 - (U) 118.775 267.15
DH/ HAT/
RWY GS/TCH/RPI CAT MDA-VIS HAA CEIL-VIS
ASR 33R ABCD 380-¾ 338 (400-¾)
6L AB 620-1 573 (600-1)
Figure 10-10. Radar instrument approach minimums for Troy, Alabama.
The radar controller vectors the aircraft to align it with the
runway centerline. The controller continues the vectors to
keep the aircraft on course until the pilot can complete the
approach and landing by visual reference to the surface.
There are two types of radar approaches: Precision (PAR)
and Surveillance (ASR).
A radar approach may be given to any aircraft upon request
and may be offered to pilots of aircraft in distress or to expedite
traffic; however, an ASR might not be approved unless
there is an ATC operational requirement or in an unusual
or emergency situation. Acceptance of a PAR or ASR by a
pilot does not waive the prescribed weather minimums for the
airport or for the particular aircraft operator concerned. The
decision to make a radar approach when the reported weather
is below the established minimums rests with the pilot.
PAR and ASR minimums are published on separate pages
in the FAA TPP. Figure 10-10.
PAR is one in which a controller provides highly accurate
navigational guidance in azimuth and elevation to a pilot.
The controller gives the pilot headings to fly that direct the
aircraft to, and keep the aircraft aligned with, the extended
centerline of the landing runway. The pilot is told to anticipate
glidepath interception approximately 10 to 30 seconds before
it occurs and when to start descent. The published decision
height (DH) is given only if the pilot requests it. If the aircraft
is observed to deviate above or below the glidepath, the pilot
is given the relative amount of deviation by use of terms
“slightly” or “well” and is expected to adjust the aircraft’s rate
of descent/ascent to return to the glidepath. Trend information
is also issued with respect to the elevation of the aircraft and
may be modified by the terms “rapidly” and “slowly” (e.g.,
“well above glidepath, coming down rapidly”).
Range from touchdown is given at least once each mile. If
an aircraft is observed by the controller to proceed outside of
specified safety zone limits in azimuth and/or elevation and
continue to operate outside these prescribed limits, the pilot
is directed to execute a missed approach or to fly a specified
course unless the pilot has the runway environment (runway,
approach lights, etc.) in sight. Navigational guidance in
azimuth and elevation is provided to the pilot until the aircraft
reaches the published DH. Advisory course and glidepath
information is furnished by the controller until the aircraft
passes over the landing threshold. At this point, the pilot is
advised of any deviation from the runway centerline. Radar
service is automatically terminated upon completion of the
approach.
ASR is one in which a controller provides navigational
guidance in azimuth only.
The controller furnishes the pilot with headings to fly to
align the aircraft with the extended centerline of the landing
runway. Since the radar information used for a surveillance
approach is considerably less precise than that used for a
precision approach, the accuracy of the approach is not as
great and higher minimums apply. Guidance in elevation
is not possible, but the pilot is advised when to commence
descent to the Minimum Descent Altitude (MDA) or, if
appropriate, to an intermediate step-down fix Minimum
Crossing Altitude (MCA) and subsequently to the prescribed
MDA. In addition, the pilot is advised of the location of the
Missed Approach Point (MAP) prescribed for the procedure
and the aircraft’s position each mile on final from the runway,
airport, heliport, or MAP, as appropriate.
If requested by the pilot, recommended altitudes are issued
at each mile, based on the descent gradient established for
the procedure, down to the last mile that is at or above the
MDA. Normally, navigational guidance is provided until the
aircraft reaches the MAP.
Radar service is automatically terminated at the completion
of a radar approach.
No-Gyro Approach is available to a pilot under radar control
who experiences circumstances wherein the directional gyro
or other stabilized compass is inoperative or inaccurate. When
this occurs, the pilot should so advise ATC and request a no-
gyro vector or approach. The pilot of an aircraft not equipped
with a directional gyro or other stabilized compass who
desires radar handling may also request a no-gyro vector or
approach. The pilot should make all turns at standard rate
and should execute the turn immediately upon receipt of
instructions. For example, “TURN RIGHT,” “STOP TURN.”
When a surveillance or precision approach is made, the
pilot is advised after the aircraft has been turned onto final
approach to make turns at half standard rate.
Radar Monitoring of Instrument Approaches
PAR facilities operated by the FAA and the military services
at some joint-use (civil and military) and military installations
monitor aircraft on instrument approaches and issue radar
advisories to the pilot when weather is below VFR minimums
(1,000 and 3), at night, or when requested by a pilot. This
service is provided only when the PAR Final Approach
Course coincides with the final approach of the navigational
aid and only during the operational hours of the PAR. The
radar advisories serve only as a secondary aid since the pilot
has selected the NAVAID as the primary aid for the approach.
Prior to starting final approach, the pilot is advised of the
frequency on which the advisories are transmitted. If, for
any reason, radar advisories cannot be furnished, the pilot
is so advised.
Advisory information, derived from radar observations,
includes information on:
1. Passing the final approach fix inbound (nonprecision
approach) or passing the outer marker or fix used in
lieu of the outer marker inbound (precision approach).
2. Trend advisories with respect to elevation and/or
azimuth radar position and movement are provided.
3. If, after repeated advisories, the aircraft proceeds
outside the PAR safety limit or if a radical deviation
is observed, the pilot is advised to execute a missed
approach unless the prescribed visual reference with
the surface is established.
Radar service is automatically terminated upon completion
of the approach. [Figure 10-11]
Timed Approaches From a Holding Fix
Timed approaches from a holding fix are conducted when
many aircraft are waiting for an approach clearance. Although
the controller does not specifically state “timed approaches
are in progress,” the assigning of a time to depart the FAF
inbound (nonprecision approach), or the outer marker or fix
used in lieu of the outer marker inbound (precision approach),
indicates that timed approach procedures are being utilized.
In lieu of holding, the controller may use radar vectors to the
final approach course to establish a distance between aircraft
that ensures the appropriate time sequence between the FAF
and outer marker or fix used in lieu of the outer marker and
the airport. Each pilot in the approach sequence is given
advance notice of the time they should leave the holding point
on approach to the airport. When a time to leave the holding
point is received, the pilot should adjust the flightpath in order
to leave the fix as closely as possible to the designated time.
Timed approaches may be conducted when the following
conditions are met:
1. A control tower is in operation at the airport where
the approaches are conducted.
2. Direct communications are maintained between the
pilot and the Center or approach controller until the
pilot is instructed to contact the tower.
3. If more than one MAP is available, none require a
course reversal.
4. If only one MAP is available, the following conditions
are met:
a) Course reversal is not required; and
b) Reported ceiling and visibility are equal to or
greater than the highest prescribed circling
minimums for the IAP.
5. When cleared for the approach, pilots should not
execute a procedure turn.
SE-4, 16 DEC 2010 to 13 JAN 2011
SE-4, 16 DEC 2010 to 13 JAN 2011
Figure 10-11. ILS RWY 7 Troy, Alabama.
Defining size of areas, radii (r) vary
with the approach category
Figure 10-12. Circling approach area radii.
Approaches to Parallel Runways
Procedures permit ILS instrument approach operations to dual
or triple parallel runway configurations. A parallel approach
is an ATC procedure that permits parallel ILS approach to
airports with parallel runways separated by at least 2,500
feet between centerlines. Wherever parallel approaches
are in progress, pilots are informed that approaches to both
runways are in use.
Simultaneous approaches are permitted to runways:
1. With centerlines separated by 4,300 to 9,000 feet;
2. Equipped with final monitor controllers;
3. Requiring radar monitoring to ensure separation
between aircraft on the adjacent parallel approach
course.
The approach procedure chart includes the note “simultaneous
approaches authorized RWYS 14L and 14R,” identifying
the appropriate runways. When advised that simultaneous
parallel approaches are in progress, pilots must advise
approach control immediately of malfunctioning or
inoperative components.
Parallel approach operations demand heightened pilot
situational awareness. The close proximity of adjacent
aircraft conducting simultaneous parallel approaches
mandates strict compliance with all ATC clearances and
approach procedures. Pilots should pay particular attention
to the following approach chart information: name and
number of the approach, localizer frequency, inbound course,
glideslope intercept altitude, DA/DH, missed approach
instructions, special notes/procedures, and the assigned
runway location and proximity to adjacent runways. Pilots
also need to exercise strict radio discipline, which includes
continuous monitoring of communications and the avoidance
of lengthy, unnecessary radio transmissions.
Side-Step Maneuver
ATC may authorize a side-step maneuver to either one of
two parallel runways that are separated by 1,200 feet or less,
followed by a straight-in landing on the adjacent runway.
Aircraft executing a side-step maneuver are cleared for a
specified nonprecision approach and landing on the adjacent
parallel runway. For example, “Cleared ILS runway 7 left
approach, side-step to runway 7 right.” The pilot is expected
to commence the side-step maneuver as soon as possible
after the runway or runway environment is in sight. Landing
minimums to the adjacent runway are based on nonprecision
criteria and therefore higher than the precision minimums
to the primary runway, but are normally lower than the
published circling minimums.
Circling Approaches
Landing minimums listed on the approach chart under
“CIRCLING” apply when it is necessary to circle the airport,
maneuver for landing, or when no straight-in minimums are
specified on the approach chart. [Figure 10-11]
The circling minimums published on the instrument approach
chart provide a minimum of 300 feet of obstacle clearance in
the circling area. [Figure 10-12] During a circling approach,
the pilot should maintain visual contact with the runway of
intended landing and fly no lower than the circling minimums
until positioned to make a final descent for a landing. It is
important to remember that circling minimums are only
minimums. If the ceiling allows it, fly at an altitude that more
nearly approximates VFR traffic pattern altitude. This makes
any maneuvering safer and brings the view of the landing
runway into a more normal perspective.
Figure 10-13 shows patterns that can be used for circling
approaches. Pattern A can be flown when the final approach
course intersects the runway centerline at less than a 90°
angle, and the runway is in sight early enough to establish a
base leg. If the runway becomes visible too late to fly pattern
A, circle as shown in B. Fly pattern C if it is desirable to land
opposite the direction of the final approach, and the runway
is sighted in time for a turn to downwind leg. If the runway
is sighted too late for a turn to downwind, fly pattern “D.”
Regardless of the pattern flown, the pilot must maneuver the
aircraft to remain within the designated circling area. Refer to
section A (“Terms and Landing Minima Data”) in the front
of each TPP for a description of circling approach categories.
The criteria for determining the pattern to be flown are
based on personal flying capabilities and knowledge of the
Pattern A can be flown when the
final approach course
intersects the runway
centerline at less than
a 90° angle, and the
runway is in sight early
enough to establish a
base leg.
Circle runway if the runway
becomes visible too late to fly
pattern A.
If it is desirable
to land opposite
the direction of
the final app-
roach, and the
runway is sighted
in time for a turn
to downwind leg,
fly pattern C.
If the runway is
sighted too late
for a turn to
downwind,
fly pattern D.
B C D
Figure 10-13. Circling approaches.
performance characteristics of the aircraft. In each instance,
the pilot must consider all factors: airport design, ceiling and
visibility, wind direction and velocity, final approach course
alignment, distance from the final approach fix to the runway,
and ATC instructions.
IAP Minimums
Pilots may not operate an aircraft at any airport below
the authorized MDA or continue an approach below the
authorized DA/DH unless:
1. The aircraft is continuously in a position from which
a descent to a landing on the intended runway can be
made at a normal descent rate using normal maneuvers;
2. The flight visibility is not less than that prescribed for
the approach procedure being used; and
3. At least one of the following visual references for the
intended runway is visible and identifiable to the pilot:
a) Approach light system
b) Threshold
c) Threshold markings
d) Threshold lights
e) Runway end identifier lights (REIL)
f) Visual approach slope indicator (VASI)
g) Touchdown zone or touchdown zone markings
h) Touchdown zone lights
i) Runway or runway markings
j) Runway lights
Missed Approaches
A MAP is formulated for each published instrument approach
and allows the pilot to return to the airway structure while
remaining clear of obstacles. The procedure is shown on the
approach chart in text and graphic form. Since the execution
of a missed approach occurs when the flight deck workload is
at a maximum, the procedure should be studied and mastered
before beginning the approach.
When a MAP is initiated, a climb pitch attitude should be
established while setting climb power. Configure the aircraft
for climb, turn to the appropriate heading, advise ATC that
a missed approach is being executed, and request further
clearances.
If the missed approach is initiated prior to reaching the MAP,
unless otherwise cleared by ATC, continue to fly the IAP as
specified on the approach chart. Fly to the MAP at or above
the MDA or DA/DH before beginning a turn.
If visual reference is lost while circling-to-land from an
instrument approach, execute the appropriate MAP. Make
the initial climbing turn toward the landing runway and then
maneuver to intercept and fly the missed approach course.
Pilots should immediately execute the MAP:
1. Whenever the requirements for operating below DA/
DH or MDA are not met when the aircraft is below
MDA, or upon arrival at the MAP and at any time
after that until touchdown;
2. Whenever an identifiable part of the airport is not
visible to the pilot during a circling maneuver at or
above MDA; or
3. When so directed by ATC.