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anticipate glidepath interception approximately 10 to
30 seconds before it occurs and when to start descent.
The published Decision Height will be 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 will be
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 the pilot until the aircraft reaches the
published Decision Height (DH). Advisory course
and glidepath information is furnished by the
controller until the aircraft passes over the landing
threshold, at which point the pilot is advised of any
deviation from the runway centerline. Radar service
is automatically terminated upon completion of the
approach.
2. A SURVEILLANCE APPROACH (ASR)
is one in which a controller provides navigational
guidance in azimuth only. The pilot is furnished
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 will
not be as great and higher minimums will apply.
Guidance in elevation is not possible but the pilot will
be advised when to commence descent to the
Minimum Descent Altitude (MDA) or, if appropriate,
to an intermediate step-down fix Minimum Crossing
Altitude and subsequently to the prescribed MDA. In
addition, the pilot will be 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 or heliport or MAP, as
appropriate. If requested by the pilot, recommended
altitudes will be 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 will be provided until the
aircraft reaches the MAP. Controllers will terminate
guidance and instruct the pilot to execute a missed
approach unless at the MAP the pilot has the runway,
A71I1M0.65R CHG 2 37//1315//078
2/14/Arrival Procedures 5−4−31
airport or heliport in sight or, for a helicopter
point-in-space approach, the prescribed visual
reference with the surface is established. Also, if, at
any time during the approach the controller considers
that safe guidance for the remainder of the approach
cannot be provided, the controller will terminate
guidance and instruct the pilot to execute a missed
approach. Similarly, guidance termination and
missed approach will be effected upon pilot request
and, for civil aircraft only, controllers may terminate
guidance when the pilot reports the runway,
airport/heliport or visual surface route
(point-in-space approach) in sight or otherwise
indicates that continued guidance is not required.
Radar service is automatically terminated at the
completion of a radar approach.
NOTE−
1. The published MDA for straight−in approaches will be
issued to the pilot before beginning descent. When a
surveillance approach will terminate in a circle−to−land
maneuver, the pilot must furnish the aircraft approach
category to the controller. The controller will then provide
the pilot with the appropriate MDA.
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
　
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