时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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2.ASR APPROACHES ARE NOT AVAILABLE WHEN AN ATC FACILITY IS USING CENRAP. 3.A 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. Pilots of aircraft not equipped with a directional gyro or other stabilized compass who desire 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 will be advised after the aircraft has been turned onto final approach to make turns at half standard rate. AIM 5.4.12. Radar Monitoring of Instrument Approaches a.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 navigational aid as the primary aid for the approach. b.Prior to starting final approach, the pilot will be advised of the frequency on which the advisories will be transmitted. If, for any reason, radar advisories cannot be furnished, the pilot will be so advised. c.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). NOTE. At this point, the pilot may be requested to report sighting the approach lights or the runway. 2. Trend advisories with respect to elevation and/or azimuth radar position and movement will be provided. NOTE. Whenever the aircraft nears the PAR safety limit, the pilot will be advised that the aircraft is well above or below the glidepath or well left or right of course. Glidepath information is given only to those aircraft executing a precision approach, such as ILS or MLS. Altitude information is not transmitted to aircraft executing other than precision approaches because the descent portions of these approaches generally do not coincide with the depicted PAR glidepath. At locations where the MLS glidepath and PAR glidepath are not coincidental, only azimuth monitoring will be provided. Arrival Procedures 5.4.33 3. If, after repeated advisories, the aircraft proceeds outside the PAR safety limit or if a radical deviation is observed, the pilot will be advised to execute a missed approach unless the prescribed visual reference with the surface is established. d. Radar service is automatically terminated upon completion of the approach. 5.4.13. ILS/MLS Approaches to Parallel Runways a.ATC procedures permit ILS instrument approach operations to dual or triple parallel runway configurations. ILS/MLS approaches to parallel runways are grouped into three classes: Parallel (dependent) ILS/MLS Approaches; Simultaneous Parallel (independent) ILS/MLS Approaches; and Simultaneous Close Parallel (independent) ILS Precision Runway Monitor (PRM) Approaches. (See FIG 5.4.18.) The classification of a parallel runway approach procedure is dependent on adjacent parallel runway centerline separation, ATC procedures, and airport ATC radar monitoring and communications capabilities. At some airports one or more parallel localizer courses may be offset up to 3 degrees. Offset localizer configurations result in loss of Category II capabilities and an increase in decision height (50’). b.Parallel approach operations demand heightened pilot situational awareness. A thorough Approach Procedure Chart review should be conducted with, as a minimum, emphasis on the following approach chart information: name and number of the approach, localizer frequency, inbound localizer/azimuth course, glide slope intercept altitude, decision height, missed approach instructions, special notes/procedures, and the assigned runway location/proximity to adjacent runways. Pilots will be advised that simultaneous ILS/MLS or simultaneous close parallel ILS PRM approaches are in use. This information may be provided through the ATIS. c.The close proximity of adjacent aircraft conducting simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches mandates strict pilot compliance with all ATC clearances. ATC assigned airspeeds, altitudes, and headings must be complied with in a timely manner. Autopilot coupled ILS/MLS approaches require pilot knowledge of procedures necessary to comply with ATC instructions. Simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches necessitate precise localizer tracking to minimize final monitor controller intervention, and unwanted No Transgression Zone (NTZ) penetration. In the unlikely event of a breakout, ATC will not assign altitudes lower than the minimum vectoring altitude. Pilots should notify ATC immediately if there is a degradation of aircraft or navigation systems. d.Strict radio discipline is mandatory during parallel ILS/MLS approach operations. This includes an alert listening watch and the avoidance of lengthy, unnecessary radio transmissions. Attention must be given to proper call sign usage to prevent the inadvertent execution of clearances intended for another aircraft. Use of abbreviated call signs must be avoided to preclude confusion of aircraft with similar sounding call signs. Pilots must be alert to unusually long periods of silence or any unusual background sounds in their radio receiver. A stuck microphone may block the issuance of ATC instructions by the final monitor controller during simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches. |
