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these outages will be very short in duration, but may
result in the disruption of the vertical portion of the
approach. The symbol indicates that NOTAMs or
Air Traffic advisories are not provided for outages
which occur in the WAAS LNAV/VNAV or LPV
vertical service. Use LNAV minima for flight
planning at these locations, whether as a destination
or alternate. For flight operations at these locations,
when the WAAS avionics indicate that LNAV/VNAV
or LPV service is available, then vertical guidance
may be used to complete the approach using the
displayed level of service. Should an outage occur
during the procedure, reversion to LNAV minima
may be required. As the WAAS coverage is
expanded, the will be removed.
13. Special Instrument Approach
Procedures
13.1 Instrument Approach Procedure (IAP) charts
reflect the criteria associated with the U.S. Standard
for Terminal Instrument [Approach] Procedures
(TERPs), which prescribes standardized methods for
use in developing IAPs. Standard IAPs are published
in the Federal Register (FR) in accordance with
3114 J FUELBY 08
ENR 1.5−40 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
Title 14 of the Code of Federal Regulations, Part 97,
and are available for use by appropriately qualified
pilots operating properly equipped and airworthy
aircraft in accordance with operating rules and
procedures acceptable to the FAA. Special IAPs are
also developed using TERPS but are not given public
notice in the FR. The FAA authorizes only certain
individual pilots and/or pilots in individual organizations
to use special IAPs, and may require additional
crew training and/or aircraft equipment or performance,
and may also require the use of landing aids,
communications, or weather services not available
for public use. Additionally, IAPs that service private
use airports or heliports are generally special IAPs.
14. Radar Approaches
14.1 The only airborne radio equipment required for
radar approaches is a functioning radio transmitter
and receiver. The radar controller vectors the aircraft
to align it with the runway centerline. The controller
continues the vectors to keep the aircraft on course
until the pilot can complete the approach and landing
by visual reference to the surface. There are two types
of radar approaches, “Precision” (PAR) and
“Surveillance” (ASR).
14.2 A radar approach may be given to any aircraft
upon request and may be offered to pilots of aircraft
in distress or to expedite traffic; however, a
surveillance approach might not be approved unless
there is an ATC operational requirement, or in an
unusual or emergency situation. Acceptance of a
precision or surveillance approach by a pilot does not
waive the prescribed weather minimums for the
airport or for the particular aircraft operator
concerned. The decision to make a radar approach
when the reported weather is below the established
minimums rests with the pilot.
14.3 Precision and surveillance approach minimums
are published on separate pages in the Federal
Aviation Administration Instrument Approach
Procedure charts.
14.3.1 A Precision Approach (PAR) is one in which
a controller provides highly accurate navigational
guidance in azimuth and elevation to a pilot. Pilots are
given headings to fly to direct them to and keep their
aircraft aligned with the extended centerline of the
landing runway. They are told to 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 aircrafts rate of descent 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 continues 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.
　
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