Figure 4-42. Category III approach procedure.
are outlined and listed by specific airport.
Regardless of the type of radar approach in use, ATC
monitors aircraft position and issues specific heading
and altitude information throughout the entire approach.
Particularly, lost communications procedures should
be briefed prior to execution to ensure pilots have a
comprehensive understanding of ATC expectations if radio
communication were lost. ATC also provides additional
information concerning weather and missed approach
instructions when beginning a radar approach. [Figure
4-56]
Precision Approach Radar (PAR)
PAR provides both vertical and lateral guidance, as well as
range, much like an ILS, making it the most precise radar
approach available. The radar approach, however, is not
able to provide visual approach indications in the flight
deck. This requires the flight crew to listen and comply
with controller instructions. PAR approaches are rare, with
most of the approaches used in a military setting; any
opportunity to practice this type of approach is beneficial
to any flight crew.
The final approach course of a PAR approach is normally
aligned with the runway centerline, and the associated
glideslope is typically no less than 2.5° and no more than
3°. Obstacle clearance for the final approach area is based
on the particular established glideslope angle and the
exact formula is outlined in FAA Order 8260.3. [Figure 4-57]
Airport Surveillance Radar (ASR)
ASR approaches are typically only approved when
necessitated for an ATC operational requirement or in an
unusual or emergency situation. This type of radar only
provides heading and range information, although the
controller can advise the pilot of the altitude where the
aircraft should be based on the distance from the runway.
An ASR approach procedure can be established at any radar
27L 27R
18L 18R
No transgression zone
23L 23R
No transgression zone
Simultaneous Dependent Approaches
• Runway centerlines spaced 2,500 feet or greater,
except for specific procedures approved with less
runway spacing
• Final monitor controller NOT required
Independent Parallel Approaches
Simultaneous Independent
Approaches
• Runway centerlines spaced 4,300
feet or greater (duals or triples)
• Final monitor controllers required
Simultaneous Independent Close
Parallel Approaches
• Runway centerlines spaced less than
4,300 feet (duals or triples)
• Final monitor controllers required
• “PRM” in the approach identification
• Staggered approaches (diagonal separation) with the
adjacent final approach course
• Standard radar separation between aircraft on the
same final approach course
Simultaneous Dependent Approach Separation Diagonal separation
Standard separation
Figure 4-43. Classification of Simultaneous Parallel Approaches.
Figure 4-44. Sacramento International KSMF, Sacramento, California, ILS or LOC RWY 16L.
NOT FOR NAVIGATION
Note indicates simultaneous approaches are authorized.
(Authorization might include dependent or independent
and either duals or triples, depending on the ATC procedures
in use.)
Figure 4-45. Charlotte Douglas International KCLT, Charlotte, North Carolina, ILS or LOC RWY 18L.
facility that has an antenna within 20 NM of the airport
and meets the equipment requirements outlined in FAA
Order 8200.1, U.S. Standard Flight Inspection Manual. ASR
approaches are not authorized for use when Center Radar
ARTS processing (CENRAP) procedures are in use due to
diminished radar capability.
The final approach course for an ASR approach is aligned
with the runway centerline for straight-in approaches
and aligned with the center of the airport for circling
approaches. Within the final approach area, the pilot is also
guaranteed a minimum of 250 feet obstacle clearance. ASR
descent gradients are designed to be relatively flat, with an
optimal gradient of 150 feet per mile and never exceeding
300 feet per mile.
Localizer Approaches
As an approach system, the localizer is an extremely flexible
approach aid that, due to its inherent design, provides
many applications for a variety of needs in instrument
flying. An ILS glideslope installation may be impossible
due to surrounding terrain. The localizer is able to provide
four separate types of non-precision approaches from one
approach system:
• Localizer approach
• Localizer/DME approach
• Localizer back course approach
• Localizer-type directional aid (LDA)
Localizer and Localizer DME
The localizer approach system can provide both precision
and non-precision approach capabilities to a pilot. As a
part of the ILS system, the localizer provides horizontal
guidance for a precision approach. Typically, when the
localizer is discussed, it is thought of as a non-precision
approach due to the fact that either it is the only approach
system installed, or the glideslope is out of service on the
ILS. In either case, the localizer provides a non-precision
approach using a localizer transmitter installed at a specific
airport. [Figure 4-58]
TERPS provides the same alignment criteria for a localizer
approach as it does for the ILS, since it is essentially the
12R 12L
3,200'
2,200'
2,200'
3,200'
NO TRANSGRESSION ZONE (NTZ)
Radar monitoring provided to ensure
separation during simultaneous
approaches. A breakout will be
directed if an aircraft enters the NTZ.
Intercept glideslope at 2,200 feet
Intercept glideslope at 3,200 feet
Radar monitoring provided to ensure
separation during simultaneous
approaches. A breakout will be
directed if an aircraft enters the NTZ.
Independent approaches to runway
centerlines spaced 4,300 feet or more
—radar monitoring required.
Normal Operating Zone (NOZ)
Figure 4-46. Simultaneous Independent Approach Example Using ILS Approaches.
NO TRANSGRESSION ZONE (NTZ)
26L
8R
26R
8L
Intercept glideslope at 3,200 feet. NTZ begins
where there is less than standard separation.
Radar monitoring provided to ensure
separation during simultaneous
approaches. A breakout will be
directed if an aircraft enters the NTZ.
Radar monitoring provided to ensure
separation during simultaneous
approaches. A breakout will be
directed if an aircraft enters the NTZ.
Standard lateral or vertical separation
between aircraft on parallel localizers
prior to the beginning of the NTZ.
Runway centerlines spaced less than
4,300 feet apart, radar monitoring and
PRM procedures required
3,200 feet
2,200 feet
Intercept glideslope at 2,200 feet
Normal Operating Zone (NOZ)
Figure 4-47. Simultaneous independent close parallel approach example using ILS PRM approaches.
same approach without vertical guidance stemming from
the glideslope. A localizer is always aligned within 3° of the
runway, and it is afforded a minimum of 250 feet obstacle
clearance in the final approach area. In the case of a
localizer DME (LOC DME) approach, the localizer installation
has a collocated DME installation that provides distance
information required for the approach. [Figure 4-59]
Localizer Back Course
In cases where an ILS is installed, a back course may be
available in conjunction with the localizer. Like the localizer,
the back course does not offer a glideslope, but remember
that the back course can project a false glideslope signal
and the glideslope should be ignored. Reverse sensing
occurs on the back course using standard VOR equipment.
With a horizontal situation indicator (HSI) system, reverse
sensing is eliminated if it is set appropriately to the front
course. [Figure 4-60]
Localizer-Type Directional Aid (LDA)
The LDA is of comparable use and accuracy to a localizer
but is not part of a complete ILS. The LDA course usually
provides a more precise approach course than the similar
simplified directional facility (SDF) installation, which may
have a course width of 6° or 12°.
The LDA is not aligned with the runway. Straight-in
minimums may be published where alignment does
not exceed 30° between the course and runway. Circling
minimums only are published where this alignment
exceeds 30°.
Specifies dual VHF and additional information
Pilots who are unable to participate will be afforded appropriate arrival services as operational conditions permitand must notify the controlling ATC facility as soon as practical, but at least 100 miles from destination.ILS PRM Rwys 8L, 9R, 9L, 10, 26R, 27L, 27R, 28 ILS PRM Rwys 8L (SA CAT I, CAT II-III), 9R (SA-CAT I, CAT II-III), 10 (SA CAT I, CAT II-III), 27L (SA CAT-I, CAT II), 28 (SA-CAT I, CAT II), 26R (SA-CAT I-II), 28 (CAT-II)RNAV (GPS) PRM Y Rwys 8L, 26R, 10, 28RNAV (GPS) PRM Rwys 8R, 9L, 9R, 26L, 27L, 27RGeneral- Review the company procedure for executing a climbing and descending PRM breakout - Breakout phraseology: “Traffic alert (call sign) turn (L/R) immediately climb/descend and maintain (altitude). ” - All breakouts: Hand flown, initiate immediately.- Descending on the glideslope/glidepath ensures compliance with any charted crossing restrictions.- Dual VHF Comm.: When assigned or planning a specific PRM approach, tune a second receiver to the PRM monitor frequency or, if silent, another active frequency (i.e., ATIS), set the volume, retune the PRM frequency if necessary, then deselect the audio. When directed by ATC, immediately switch to the tower frequency and select the second receiver audio to ON.- If later assigned the same runway, non-PRM approach, consider it briefed provided the same minimums are utilized. PRM related chart notes and PRM frequency no longer apply. - TCAS during breakout: Follow TCAS climb/descend if it differs from ATC, while executing the breakout turn.
NOT FOR NAVIGATION
Figure 4-48. Example of Simultaneous close parallel instrument approach: Atlanta, Georgia, ILS PRM RWY 10 and AAUP .
A very limited number of LDA approaches also incorporate
a glideslope. These are annotated in the plan view of the
instrument approach chart with a note, “LDA/Glideslope. ”
These procedures fall under a newly defined category of
approaches called Approach (Procedure) with Vertical
Guidance (aviation) APVs. LDA minima for with and without
glideslope is provided and annotated on the minima lines
of the approach chart as S−LDA/GS and S−LDA. Because
the final approach course is not aligned with the runway
centerline, additional maneuvering is required compared
to an ILS approach. [Figure 4-61]
Simplified Directional Facility (SDF)
The SDF provides a final approach course similar to that of
the ILS localizer. It does not provide glideslope information.
A clear understanding of the ILS localizer and the additional
factors listed below completely describe the operational
characteristics and use of the SDF. [Figure 4-62]
The approach techniques and procedures used in an SDF
instrument approach are essentially the same as those
employed in executing a standard localizer approach
except the SDF course may not be aligned with the runway
and the course may be wider, resulting in less precision.
Like the LOC type approaches, the SDF is an alternative
approach that may be installed at an airport for a variety
of reasons, including terrain. The final approach is provided
a minimum of 250 feet obstacle clearance for straight-in
approaches while in the final approach area, which is an
area defined for a 6° course: 1,000 feet at or abeam the
runway threshold expanding to 19,228 feet (10 NM) from
the threshold. The same final approach area for a 12°
course is larger. This type of approach is also designed with
a maximum descent gradient of 400 feet per NM, unless
circling only minimums are authorized.
Figure 4-49. Example of Approach and AAUP used for Simultaneous Offset Instrument Approach Procedure.
NOT FOR NAVIGATION
SW-2, 16 DEC 2010 to 13 JAN 2011
SW-2, 16 DEC 2010 to 13 JAN 2011
SW-2, 16 DEC 2010 to 13 JAN 2011
SW-2, 16 DEC 2010 to 13 JAN 2011
Figure 4-50. Converging approach criteria.
Indicates runways authorized for converging approach operations
SC-2, 08 JAN 2015 to 05 FEB 2015
SC-2, 08 JAN 2015 to 05 FEB 2015
Figure 4-51. Dallas-Fort Worth KDFW, Dallas-Fort Worth, Texas, CONVERGING ILS RWY 35C.