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example assures that the aircraft has the capability of
remaining within 0.3 of a nautical mile to the right or left
side of the centerline 95 percent of the time.
COMMUNICATIONS
The communication strip provided near the top of
NACO approach charts gives flight crews the frequencies that they can expect to be assigned during
the approach. The frequencies are listed in the logical order of use from arrival to touchdown. Having
this information immediately available during the
approach reduces the chances of a loss of contact
between ATC and flight crews during this critical
phase of flight.
It is important for flight crews to understand their
responsibilities with regard to communications in
the various approach environments. There are
numerous differences in communication responsibilities when operating into and out of airports without
air traffic control towers as compared to airports
with control towers. Today’s professional pilots face
an ever-increasing range of ATC environments and
conflicting traffic dangers, making approach
briefing and preplanning even more critical.
Individual company operating manuals and SOPs
dictate the duties for each crewmember.
Advisory Circular 120-71, Standard Operating
Procedures for Flight Deck Crewmembers, contains the
following concerning ATC communications:
APPROACH CONTROL
Approach control is responsible for controlling all
instrument flights operating within its area of
responsibility. Approach control may serve one or
more airports. Control is exercised primarily through
direct pilot and controller communication and airport surveillance radar (ASR). Prior to arriving at the
IAF, instructions will be received from ARTCC to
ATC Communications: SOPs should state who
handles the radios for each phase of flight (pilot
flying [PF], pilot monitoring [PM], flight engineer/second officer (FE/SO), as follows:
PF makes input to aircraft/autopilot and/or verbally states clearances while PM confirms input
is what he/she read back to ATC.
Any confusion in the flight deck is immediately
cleared up by requesting ATC confirmation.
If any crewmember is off the flight deck, all ATC
instructions are briefed upon his/her return. Or if
any crewmember is off the flight deck all ATC
instructions are written down until his/her return
and then passed to that crewmember upon
return. Similarly, if a crewmember is off ATC frequency (e.g., when making a PA announcement
or when talking on company frequency), all ATC
instructions are briefed upon his/her return.
Company policy should address use of
speakers, headsets, boom mike and/or
hand-held mikes.
Figure 5-10. GPS Stand-alone Approach.
5-13
contact approach control on a specified frequency.
Where radar is approved for approach control
service, it is used not only for radar approaches,
but also for vectors in conjunction with published nonradar approaches using conventional NAVAIDs or
RNAV/GPS.
When radar handoffs are initiated between the ARTCC
and approach control, or between two approach control
facilities, aircraft are cleared (with vertical separation)
to an outer fix most appropriate to the route being flown
and, if required, given holding instructions. Or, aircraft
are cleared to the airport or to a fix so located that the
handoff will be completed prior to the time the aircraft
reaches the fix. When radar handoffs are used, successive arriving flights may be handed off to approach
control with radar separation in lieu of vertical separation.
After release to approach control, aircraft are vectored
to the final approach course. ATC will occasionally
vector the aircraft across the final approach course for
spacing requirements. The pilot is not expected to turn
inbound on the final approach course unless an
approach clearance has been issued. This clearance will
normally be issued with the final vector for interception of the final approach course, and the vector will
enable the pilot to establish the aircraft on the final
approach course prior to reaching the FAF.
AIR ROUTE TRAFFIC CONTROL CENTER
ARTCCs are approved for and may provide approach
control services to specific airports. The radar systems
used by these Centers do not provide the same precision as an ASR or precision approach radar (PAR) used
by approach control facilities and control towers, and
the update rate is not as fast. Therefore, pilots may be
requested to report established on the final approach
course. Whether aircraft are vectored to the appropriate
final approach course or provide their own navigation
　
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