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system does not automatically alert the flight
crew of a loss of GPS, the operator must develop
procedures to verify correct GPS operation.
4. Local Flow Traffic Management Program
4.1 This program is a continuing effort by the FAA
to enhance safety, minimize the impact of aircraft
noise, and conserve aviation fuel. The enhancement
of safety and reduction of noise are achieved in this
program by minimizing low altitude maneuvering of
arriving turbojet and turboprop aircraft weighing
more that 12,500 pounds and, by permitting departure
aircraft to climb to high altitudes sooner, as arrivals
are operating at higher altitudes at the points where
their flight paths cross. The application of these
procedures also reduces exposure time between
controlled aircraft and uncontrolled aircraft at the
lower altitudes in and around the terminal environment.
Fuel conservation is accomplished by
absorbing any necessary arrival delays for aircraft
included in this program operating at the higher and
more fuel efficient altitudes.
4.2 A fuel efficient descent is basically an
uninterrupted descent (except where level flight is
required for speed adjustment) from cruising altitude
to the point when level flight is necessary for the pilot
to stabilize the aircraft on final approach. The
procedure for a fuel efficient descent is based on an
altitude loss which is most efficient for the majority
of aircraft being served. This will generally result in
a descent gradient window of 250-350 feet per
nautical mile.
4.3 When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart, ATC
will expect the pilot to descend first to the crossing
altitude and then reduce speed. Verbal clearances for
descent will normally permit an uninterrupted
descent in accordance with the procedure as
30 AUG 07
ENR 1.5-10 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
described in paragraph 4.2 above. Acceptance of a
charted fuel efficient descent (Runway Profile
Descent) clearance requires the pilot to adhere to the
altitudes, speeds, and headings depicted on the charts
unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL
EFFICIENT DESCENT ARE EXPECTED TO
ADVISE ATC IF THEY DO NOT HAVE RUNWAY
PROFILE DESCENT CHARTS PUBLISHED FOR
THAT AIRPORT OR ARE UNABLE TO COMPLY
WITH THE CLEARANCE.
5. Advance Information on Instrument
Approaches
5.1 When landing at airports with approach control
services and where two or more instrument approach
procedures are published, pilots will be provided in
advance of their arrival with the type of approach to
expect or that they may be vectored for a visual
approach. This information will be broadcast either
by a controller or on ATIS. It will not be furnished
when the visibility is three miles or better and the
ceiling is at or above the highest initial approach
altitude established for any low altitude instrument
approach procedure for the airport.
5.2 The purpose of this information is to aid the pilot
in planning arrival actions; however, it is not an ATC
clearance or commitment and is subject to change.
Pilots should bear in mind that fluctuating weather,
shifting winds, blocked runway, etc., are conditions
which may result in changes to approach information
previously received. It is important that pilots advise
ATC immediately if they are unable to execute the
approach ATC advised will be used, or if they prefer
another type of approach.
5.3 Aircraft destined to uncontrolled airports which
have automated weather data with broadcast
capability should monitor the ASOS/AWOS frequency
to ascertain the current weather for the airport. The
pilot shall advise ATC when he/she has received the
broadcast weather and state his/her intentions.
NOTE-
1. ASOS/AWOS should be set to provide one-minute
broadcast weather updates at uncontrolled airports that
are without weather broadcast capability by a human
observer.
2. Controllers will consider the long line disseminated
weather from an automated weather system at an
uncontrolled airport as trend and planning information
only and will rely on the pilot for current weather
information for the airport. If the pilot is unable to receive
the current broadcast weather, the last long-line
disseminated weather will be issued to the pilot. When
receiving IFR services, the pilot/aircraft operator is
responsible for determining if weather/visibility is
adequate for approach/landing.
　
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