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IFR, either on the ground, or airborne once in
visual meteorological conditions (VMC).
AIRPORTS WITH AN AIR TRAFFIC CONTROL TOWER
Towers are responsible for the safe, orderly, and expeditious flow of all traffic that is landing, taking off,
operating on and in the vicinity of an airport and, when
the responsibility has been delegated, tow ers
5-14
also provide for the separation of IFR aircraft in
terminal areas. Aircraft that are departing IFR
are integrated into the departure sequence by the
tower. Prior to takeoff, the tower controller
coordinates with departure control to assure
adequate aircraft spacing.
AIRPORTS WITHOUT AN
AIR TRAFFIC CONTROL TOWER
From a communications standpoint, executing an
instrument approach to an airport that is not served by
an ATC tower requires more attention and care than
making a visual approach to that airport. Pilots are
expected to self-announce their arrival into the vicinity
of the airport no later than 10 NM from the field.
Depending on the weather, as well as the amount and
type of conflicting traffic that exists in the area, an
approach to an airport without an operating ATC tower
will increase the difficulty of the transition to visual
flight. In many cases, a flight arriving via an instrument
approach will need to mix in with visual flight rules
(VFR) traffic operating in the vicinity of the field. For
this reason, many companies require that flight crews
make contact with the arrival airport CTAF or company
Figure 5-11. Durango Approach and Low Altitude En Route Chart Excerpt.
5-15
operations personnel via a secondary radio over 25 NM
from the field in order to receive traffic advisories. In
addition, pilots should attempt to listen to the CTAF
well in advance of their arrival in order to determine
the VFR traffic situation.
Since separation cannot be provided by ATC between IFR
and VFR traffic when operating in areas where there is no
radar coverage, pilots are expected to make radio
announcements on the CTAF. These announcements
allow other aircraft operating in the vicinity to plan their
departures and arrivals with a minimum of conflicts. In
addition, it is very important for crews to maintain a listening watch on the CTAF to increase their awareness of
the current traffic situation. Flights inbound on an instrument approach to a field without a control tower should
make several self-announced radio calls during the
approach:
• Initial call within 5-10 minutes of the aircraft’s
arrival at the IAF. This call should give the aircraft’s location as well as the crew’s approach
intentions.
• Departing the IAF, stating the approach that is
being initiated.
• Procedure turn (or equivalent) inbound.
• FAF inbound, stating intended landing runway
and maneuvering direction if circling.
• Short final, giving traffic on the surface notification of imminent landing.
When operating on an IFR flight plan at an airport
without a functioning control tower, pilots must initiate cancellation of the IFR flight plan with ATC or an
AFSS. Remote communications outlets (RCOs) or
ground communications outlets (GCOs), if available,
can be used to contact an ARTCC or an AFSS after
landing. If a frequency is not available on the ground,
the pilot has the option to cancel IFR while in flight if
VFR conditions can be maintained while in contact
with ARTCC, as long as those conditions can be maintained until landing. Additionally, pilots can relay a
message through another aircraft or contact flight
service via telephone.
PRIMARY NAVAID
Most conventional approach procedures are built
around a primary final approach NAVAID; others, such
as RNAV (GPS) approaches, are not. If a primary
NAVAID exists for an approach, it should be included
in the IAP briefing, set into the appropriate backup or
active navigation radio, and positively identified at
some point prior to being used for course guidance.
Adequate thought should be given to the appropriate
transition point for changing from FMS or other en
route navigation over to the conventional navigation to
be used on the approach. Specific company standards
and procedures normally dictate when this changeover
occurs; some carriers are authorized to use FMS course
guidance throughout the approach, provided that an
indication of the conventional navigation guidance is
available and displayed. Many carriers, or specific
carrier fleets, are required to change over from
RNAV to conventional navigation prior to the FAF
of an instrument approach.
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本文链接地址：
Instrument Procedures Handbook (IPH)仪表程序手册下(108)
