(2)
Such information will be furnished upon initial contact with concerned Approach Control facility. The pilot will be requested to change to the tower frequency at a predetermined time or point, to receive further landing information.
(3)
Where available, use of this procedure will not hinder the operation of VFR flights by requiring excessive spacing between aircraft or devious routing. Radio contact points will be based on time or distance rather than on landmarks.
(4)
Compliance with this procedure is not mandatory but pilot participation is encouraged.
b.
RADAR ATC PROCEDURES - Ordinarily, flights which are directed by Radar will be vectored over routes which overlie navigation courses established by other Navigation Aids, i.e., VOR/VORTAC/TACAN and Low/Medium Frequency. If a pilot is given a vector taking his aircraft off a previously assigned non-Radar route, he will be advised briefly what the vector is to achieve. Thereafter, Radar service will not be terminated until the aircraft is re-established within the airspace to be protected for the airway or route being flown, or on an assigned heading which will intercept the desired radial, course, or bearing within a reasonable distance, and the pilot informed of his position. The position advisory may be deleted for DME equipped aircraft.
(1)
When a flight has a malfunctioning directional gyro, the pilot will be advised of the type of vector; "this will be a no-gyro vector." The pilot will be issued the direction of turn and when to stop turn; "turn left/right, stop turn."
(2)
SPEED ADJUSTMENT PROCEDURES - Air traffic controllers will keep speed adjustments to the minimum necessary to achieve or maintain required or desired spacing and will avoid adjustments which require alternate decreases and increases. Pilots will be permitted to resume normal speeds when previously specified adjustments are no longer needed.
NOTE: It is the pilot's responsibility and prerogative to refuse speed adjustments considered excessive or contrary to the aircraft's operating specifications.
(a)
Speed adjustments to aircraft will not be assigned:
1 At or above FL290 without pilot consent.
2 While executing a published High Altitude Instrument Approach Procedure.
3 While in a holding pattern.
4 While inside the Final Approach Fix on final or a point 5 miles from the runway, whichever is closer to the runway.
(b) Approach clearances cancel any previously assigned speed adjustments. Pilots are expected to make their own speed adjustments to complete the approach unless the adjustments are restated.
(c)
If required, previously issued speed adjustments shall be restated by Air Traffic Control at the time approach clearance is issued.
(3)
ALTITUDE VERIFICATION PROCEDURES - After receiving a revised clearance or an approach clearance, prior to final approach descent, all military pilots will report the newly assigned/designated altitude when they report vacating the previously assigned altitude/Flight Level or when they acknowledge an approach clearance; e.g. Army 12706 leaving two thousand five hundred for one thousand seven hundred; Pacer 82 cleared for the High TACAN Runway 36 approach, leaving FL240 for one six thousand; Pacer 82 cleared for the VOR-DME Runway 12 approach, leaving seven thousand for three thousand four hundred.
(4)
MINIMUM VECTORING ALTITUDES (MVA) - Are established for use by Air Traffic Control when Radar Air Traffic Control is exercised. Minimum vectoring altitudes are determined by applying 1000 feet above the highest obstruction in non-mountainous areas and 2000 feet in mountainous areas. Where lower MVAs are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an Instrument Approach Procedure, 1000 feet clearance may be authorized by Air Traffic Control. While being Radar vectored, IFR altitude assigned by Air Traffic Control will be at or above the MVA.
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