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5-52 on page 5-62] is an approach with a FAF using an
on-airport NDB facility that also incorporates the use
of DME. In this case, the NDB has DME capabilities
from the LOC approach system installed on the airport.
While the alignment criteria and obstacle clearance
remain the same as an NDB approach without a FAF,
the final approach segment area criteria changes to an
area that is 2.5 NM wide at the facility and increases to
5 NM wide, 15 NM from the NDB.
RADAR APPROACHES
The two types of radar approaches available to pilots
when operating in the NAS are PAR and ASR. Radar
approaches may be given to any aircraft at the pilot’s
request. ATC may also offer radar approach options to
aircraft in distress regardless of the weather conditions,
or as necessary to expedite traffic. Despite the control
exercised by ATC in a radar approach environment, it
remains the pilot’s responsibility to ensure the
approach and landing minimums listed for the
approach are appropriate for the existing weather
conditions considering personal approach criteria
certification and company OpsSpecs.
Perhaps the greatest benefit of either type of radar
approach is the ability to use radar to execute a “nogyro” approach. Assuming standard rate turns, an air
traffic controller can indicate when to begin and end
turns. If available, pilots should make use of this
approach when the heading indicator has failed and
partial panel instrument flying is required.
Information about radar approaches is published in tabular form in the front of the TPP booklet. PAR, ASR,
and circling approach information including runway,
DA, DH, or MDA, height above airport (HAA), HAT,
ceiling, and visibility criteria 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
Figure 5-51. Charleston Executive (KJZI), Charleston, South Carolina, NDB RWY 9.
5-62
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 5-53]
PRECISION APPROACH RADAR
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 cockpit. 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 always
directly aligned with the runway centerline, and the
associated glide slope is typically no less than 2 degrees
Figure 5-52. St. Mary’s (PASM), St. Mary’s, Alaska, NDB DME RWY 16.
5-63
and no more than 3 degrees. Obstacle clearance for the
final approach area is based on the particular established glide slope angle and the exact formula is outlined in TERPS Volume 1, Chapter 10. [Figure 5-54]
AIRPORT SURVEILLANCE RADAR
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 facility that has an antenna within
20 NM of the airport and meets the equipment
requirements outlined in Order 8200.1, U.S.
Standard Flight Inspection Manual (latest version).
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
　
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