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15.2 Prior to starting final approach, the pilot will be advised of the frequency on which the advisories will be transmitted. If, for any reason, radar advisories cannot be furnished, the pilot will be so advised. 15.3 Advisory information, derived from radar observations, includes information on: 15.3.1 Passing the final approach fix inbound (nonprecision approach) or passing the outer marker or the fix used in lieu of the outer marker inbound (precision approach). 15.3.2 Trend advisories with respect to elevation and/or azimuth radar position and movement will be provided. NOTE- At this point, the pilot may be requested to report sighting the approach lights or the runway. NOTE- Whenever the aircraft nears the PAR safety limit, the pilot will be advised that he/she is well above or below the glidepath or well left or right of course. Glidepath information is given only to those aircraft executing a precision approach, such as ILS or MLS. Altitude information is not transmitted to aircraft executing other than precision approaches because the descent portions of these approaches generally do not coincide with the depicted PAR glidepath. At locations where the MLS glidepath and PAR glidepath are not coincidental, only azimuth monitoring will be provided.

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15.3.3 If, after repeated advisories, the aircraft proceeds outside the PAR safety limit or if a radical deviation is observed, the pilot will be advised to execute a missed approach if not visual. 15.4 Radar service is automatically terminated upon completion of the approach. 16. ILS Approach 16.1 Communications should be established with the appropriate FAA control tower or with the FAA FSS where there is no control tower, prior to starting an ILS approach. This is in order to receive advisory information as to the operation of the facility. It is also recommended that the aural signal of the ILS be 31 JULY 08 AIP ENR 1.5-42 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition monitored during an approach as to assure continued reception and receipt of advisory information, when available. 17. ILS/MLS Approaches to Parallel Runways 17.1 ATC procedures permit ILS instrument approach operations to dual or triple parallel runway configurations. ILS/MLS approaches to parallel runways are grouped into three classes: Parallel (dependent) ILS/MLS Approaches; Simultaneous Parallel (independent) ILS/MLS Approaches; and Simultaneous Close Parallel (independent) ILS Precision Runway Monitor (PRM) Approaches. (See FIG ENR 1.5-25.) The classification of a parallel runway approach procedure is dependent on adjacent parallel runway centerline separation, ATC procedures, and airport ATC radar monitoring and communications capabilities. At some airports one or more parallel localizer courses may be offset up to 3 degrees. Offset localizer configurations result in loss of Category II capabilities and an increase in decision height (50 feet). 17.2 Parallel approach operations demand heightened pilot situational awareness. A thorough Approach Procedure Chart review should be conducted with, as a minimum, emphasis on the following approach chart information: name and number of the approach, localizer frequency, inbound localizer/azimuth course, glide slope intercept altitude, decision height, missed approach instructions, special notes/procedures, and the assigned runway location/proximity to adjacent runways. Pilots will be advised that simultaneous ILS/MLS or simultaneous close parallel ILS PRM approaches are in use. This information may be provided through the ATIS. 17.3 The close proximity of adjacent aircraft conducting simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches mandates strict pilot compliance with all ATC clearances. ATC assigned airspeeds, altitudes, and headings must be complied with in a timely manner. Autopilot coupled ILS/MLS approaches require pilot knowledge of procedures necessary to comply with ATC instructions. Simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches necessitate precise localizer tracking to minimize final monitor controller intervention, and unwanted No Transgression Zone (NTZ) penetration. In the unlikely event of a breakout, a vector off the approach course prior to the decision altitude (DA), ATC will not assign altitudes lower than the minimum vectoring altitude. Pilots should notify ATC immediately if there is a degradation of aircraft or navigation systems. 17.4 Strict radio discipline is mandatory during parallel ILS/MLS approach operations. This includes an alert listening watch and the avoidance of lengthy, unnecessary radio transmissions. Attention must be given to proper call sign usage to prevent the inadvertent execution of clearances intended for another aircraft. Use of abbreviated call signs must be avoided to preclude confusion of aircraft with similar sounding call signs. Pilots must be alert to unusually long periods of silence or any unusual background sounds in their radio receiver. A stuck microphone may block the issuance of ATC instructions by the final monitor controller during simultaneous parallel ILS/MLS and simultaneous close parallel ILS PRM approaches. For additional communications information, pilots should refer to GEN 3.4, paragraph 4.4, Radio Communications Phraseology and Techniques. 17.5 Use of Traffic Collision Avoidance Systems (TCAS) provides an additional element of safety to parallel approach operations. Pilots should follow recommended TCAS operating procedures presented in approved flight manuals, original equipment manufacturer recommendations, professional newsletters, and FAA publications. 31 JULY 08 AIP ENR 1.5-43 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-25 Parallel ILS Approaches 31 JULY 08 AIP ENR 1.5-44 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-26 Staggered ILS Approaches DIAGONAL SEPARATION Parallel ILS Approaches Runway centerlines spaced 2500’ or greater. Radar monitoring not required. Staggered Approaches. 18. Parallel ILS/MLS Approaches (Dependent) (See FIG ENR 1.5-26) 18.1 Parallel approaches are an ATC procedure permitting parallel ILS/MLS approaches to airports having parallel runways separated by at least 2,500 feet between centerlines. Integral parts of a total system are ILS/MLS, radar, communications, ATC procedures, and required airborne equipment. 18.2 A parallel (dependent) approach differs from a simultaneous (independent) approach in that, the minimum distance between parallel runway centerlines is reduced; there is no requirement for radar monitoring or advisories; and a staggered separation of aircraft on the adjacent localizer/azimuth course is required. 18.3 Aircraft are afforded a minimum of 1.5 miles radar separation diagonally between successive aircraft on the adjacent localizer/azimuth course when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart. When runway centerlines are more than 4,300 feet but no more than 9,000 feet apart, a minimum of 2 miles diagonal radar separation is provided. Aircraft on the same localizer/azimuth course within 10 miles of the runway end are provided a minimum of 2.5 miles radar separation. In addition, a minimum of 1,000 feet vertical or a minimum of three miles radar separation is provided between aircraft during turn on to the parallel final approach course. 31 JULY 08 AIP ENR 1.5-45 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-27 Simultaneous Parallel ILS Approaches NO TRANSGRESSION ZONE 2200’ 2200’ 2200’ 2200’ OM OM INTERCEPT GLIDE SLOPE AT 2200’ 3200’ 3200’ EXTEND RADAR MONITORING AND NTZ TO 7NM BEYOND RUNWAY DEPARTURE END FOR QUADRUPLE SIMULTANEOUS ILS APPROACHES. 7NM 14L 14R RADAR MONITORING PROVIDED TO ENSURE SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS. AIRCRAFT MAY BE VECTORED TO EITHER 14L OR 14R ILS FROM OUTER FIX. MEADOWVIEW INT (NW COURSE OHA ILS & OBK VOR R-227) ESTABLISHED WHERE 3200’ ALTITUDE INTERCEPTS GLIDE SLOPE. RADAR MONITORING PROVIDED TO ENSURE SEPARATION BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS. WHEN GLIDE SLOPE INOPERATIVE BEGIN DESCENT AT MEADOW INTERSECTION. (RUNWAY CENTERLINES SPACED 4300’ OR MORE [DUAL RUNWAYS] OR 5000’ OR MORE, [TRIPLE OR QUADRUPLE RUNWAYS] - RADAR MONITORING REQUIRED) 18.4 Whenever parallel ILS/MLS approaches are in progress, pilots are informed that approaches to both runways are in use. In addition, the radar controller will have the interphone capability of communicating with the tower controller where separation responsibility has not been delegated to the tower. 19. Simultaneous Parallel ILS/MLS Approaches (Independent) (See FIG ENR 1.5-27) 19.1 System. This approach system permits simultaneous ILS/MLS approaches to parallel runways with centerlines separated by 4,300 to 9,000 feet, and equipped with final monitor controllers. Simultaneous parallel ILS/MLS approaches require radar monitoring to ensure separation between aircraft on the adjacent parallel approach course. Aircraft position is tracked by final monitor controllers who will issue instructions to aircraft observed deviating from the assigned localizer course. Staggered radar separation procedures are not utilized. Integral parts of a total system are ILS/MLS, radar, communications, ATC procedures, and required airborne equipment. The Approach Procedure Chart permitting simultaneous parallel ILS/MLS approaches will contain the note “simultaneous approaches authorized RWYS 14L and 14R,” identifying the appropriate runways as the case may be. When advised that simultaneous parallel ILS/MLS approaches are in progress, pilots shall advise approach control immediately of malfunctioning or inoperative receivers, or if a simultaneous parallel ILS/MLS approach is not desired. 31 JULY 08 AIP ENR 1.5-46 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 19.2 Radar Monitoring. This service is provided for each simultaneous parallel ILS/MLS approach to ensure aircraft do not deviate from the final approach course. Radar monitoring includes instructions if an aircraft nears or penetrates the prescribed NTZ (an area 2,000 feet wide located equidistant between parallel final approach courses). This service will be provided as follows: 19.2.1 During turn on to parallel final approach, aircraft will be provided 3 miles radar separation or a minimum or 1,000 feet vertical separation. The assigned altitude must be maintained until intercepting the glide path, unless cleared otherwise by ATC. Aircraft will not be vectored to intercept the final approach course at an angle greater than thirty degrees. 19.2.2 The final monitor controller will have the capability of overriding the tower controller on the tower frequency. 19.2.3 Pilots will be instructed to monitor the tower frequency to receive advisories and instructions. 19.2.4 Aircraft observed to overshoot the turn-on or to continue on a track which will penetrate the NTZ will be instructed to return to the correct final approach course immediately. The final monitor controller may also issue missed approach or breakout instructions to the deviating aircraft. PHRASEOLOGY- “(Aircraft call sign) YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATE- LY AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.” or “(Aircraft call sign) TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.” 19.2.5 If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft on the adjacent final approach course may be instructed to alter course. PHRASEOLOGY- “TRAFFIC ALERT (aircraft call sign) TURN (left/right) IMMEDIATELY HEADING (degrees), (climb/descend) AND MAINTAIN (altitude).” 19.2.6 Radar monitoring will automatically be terminated when visual separation is applied, the aircraft reports the approach lights or runway in sight, or the aircraft is 1 mile or less from the runway threshold (for runway centerlines spaced 4,300 feet or greater). Final monitor controllers will not advise pilots when radar monitoring is terminated. 31 JULY 08 AIP ENR 1.5-47 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-28 ILS PRM Approaches (Simultaneous Close Parallel) 20. Simultaneous Close Parallel ILS PRM Approaches (Independent) and Simultaneous Offset Instrument Approaches (SOIA) (See FIG ENR 1.5-28) 20.1 System 20.1.1 ILS/PRM is an acronym for Instrument Landing System/Precision Runway Monitor. 20.1.1.1 An approach system that permits simultaneous ILS/PRM approaches to dual runways with centerlines separated by less than 4,300 feet but at least 3,400 feet for parallel approach courses, and at least 3,000 feet if one ILS if offset by 2.5 to 3.0 degrees. The airspace between the final approach courses contains a No Transgression Zone (NTZ) with surveillance provided by two PRM monitor controllers, one for each approach course. To qualify for reduced lateral runway separation, monitor controllers must be equipped with high update radar and high resolution ATC radar displays, collectively called a PRM system. The PRM system displays almost instantaneous radar information. Automated tracking software provides PRM monitor controllers with aircraft identification, position, speed and a ten-second projected position, as well as visual and aural controller alerts. The PRM system is a supplemental requirement for simultaneous close parallel approaches in addition to the system requirements for simultaneous parallel ILS/MLS approaches described in paragraph 19, Simultaneous Parallel ILS/MLS Approaches (Independent). 31 JULY 08 AIP ENR 1.5-48 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 20.1.1.2 Simultaneous close parallel ILS/PRM approaches are depicted on a separate Approach Procedure Chart titled ILS/PRM Rwy XXX (Simultaneous Close Parallel). 20.1.2 SOIA is an acronym for Simultaneous Offset Instrument Approach, a procedure used to conduct simultaneous approaches to runways spaced less than 3,000 feet, but at least 750 feet apart. The SOIA procedure utilizes an ILS/PRM approach to one runway and an offset Localizer Type Directional Aid (LDA)/PRM approach with glide slope to the adjacent runway. 20.1.2.1 The ILS/PRM approach plates used in SOIA operations are identical to other ILS/PRM approach plates, with an additional note, which provides the separation between the two runways used for simultaneous approaches. The LDA/PRM approach plate displays the required notations for closely spaced approaches as well as depicting the visual segment of the approach, and a note that provides the separation between the two runways used for simultaneous operations. 20.1.2.2 Controllers monitor the SOIA ILS/PRM and LDA/PRM approaches with a PRM system using high update radar and high-resolution ATC radar displays in exactly the same manner as is done for ILS/PRM approaches. The procedures and system requirements for SOIA ILS/PRM and LDA/PRM approaches are identical with those used for simultaneous close parallel ILS/PRM approaches until near the LDA/PRM approach missed approach point (MAP)---where visual acquisition of the ILS aircraft by the LDA aircraft must be accomplished. Since the ILS/PRM and LDA/PRM approaches are identical except for the visual segment in the SOIA concept, an understanding of the procedures for conducting ILS/PRM approaches is essential before conducting a SOIA ILS/PRM or LDA/PRM operation. 20.1.2.3 In SOIA, the approach course separation (instead of the runway separation) meets established close parallel approach criteria. Refer to FIG ENR 1.5-28 for the generic SOIA approach geometry. A visual segment of the LDA/PRM approach is established between the LDA MAP and the runway threshold. Aircraft transition in visual conditions from the LDA course, beginning at the LDA MAP, to align with the runway and can be stabilized by 500 feet above ground level (AGL) on the extended runway centerline. Aircraft will be “paired” in SOIA operations, with the ILS aircraft ahead of the LDA aircraft prior to the LDA aircraft reaching the LDA MAP. A cloud ceiling for the approach is established so that the LDA aircraft has nominally 30 seconds to acquire the leading ILS aircraft prior to the LDA aircraft reaching the LDA MAP. If visual acquisition is not accomplished, a missed approach must be executed. 20.2 Requirements. 20.2.1 Besides system requirements as identified in subpara 20.1 above all pilots must have completed special training before accepting a clearance to conduct ILS/PRM or LDA/PRM Simultaneous Close Parallel Approaches. 20.2.1.1 Pilot Training Requirement. Pilots must complete special pilot training, as outlined below, before accepting a clearance for a simultaneous close parallel ILS/PRM or LDA/PRM approach. a) For operations under 14 CFR Parts 121, 129, and 135 pilots must comply with FAA approved company training as identified in their Operations Specifications. Training, at a minimum, must require pilots to view the FAA video “ILS PRM AND SOIA APPROACHES: INFORMATION FOR AIR CAR- RIER PILOTS.” Refer to http://www.faa.gov for additional information and to view or download the video. b) For operations under Part 91: 1) Pilots operating transport category aircraft must be familiar with PRM operations as contained in this section of the Aeronautical Information Publication (AIP). In addition, pilots operating transport category aircraft must view the FAA video “ILS PRM AND SOIA APPROACHES: INFORMATION FOR AIR CARRIER PILOTS.” Refer to http://www.faa.gov for additional information and to view or download the video. 2) Pilots not operating transport category aircraft must be familiar with PRM and SOIA operations as contained in this section of the AIP. The FAA strongly recommends that pilots not involved in transport category aircraft operations view the FAA video, “ILS PRM AND SOIA APPROACHES: INFORMATION FOR GENERAL AVIATION PILOTS.” Refer to http://www.faa.gov for additional information and to view or download the video. 31 JULY 08 AIP ENR 1.5-49 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-29 SOIA Approach Geometry NOTE- SAP The SAP is a design point along the extended centerline of the intended landing runway on the glide slope at 500 feet above the landing threshold. It is used to verify a sufficient distance is provided for the visual maneuver after the missed approach point (MAP) to permit the pilots to conform to approved, stabilized approach criteria. MAP The point along the LDA where the course separation with the adjacent ILS reaches 3,000 feet. The altitude of the glide slope at that point determines the approach minimum descent altitude and is where the NTZ terminates. Maneuvering inside the MAP is done in visual conditions. Angle Angle formed at the intersection of the extended LDA runway centerline and a line drawn between the LDA MAP and the SAP. The size of the angle is determined by the FAA SOIA computer design program, and is dependent on whether Heavy aircraft use the LDA and the spacing between the runways. Visibility Distance from MAP to runway threshold in statute miles (light credit applies). Procedure LDA aircraft must see the runway landing environment and, if less than standard radar separation exists between the aircraft on the adjacent ILS course, the LDA aircraft must visually acquire the ILS aircraft and report it in sight to ATC prior to the LDA MAP. CC Clear Clouds. 31 JULY 08 AIP ENR 1.5-50 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 20.2.1.2 ATC Directed Breakout. An ATC directed “breakout” is defined as a vector off the ILS or LDA approach course in response to another aircraft penetrating the NTZ, the 2,000 foot wide area located equidistance between the two approach courses that is monitored by the PRM monitor controllers. 20.2.1.3 Dual Communications. The aircraft flying the ILS/PRM or LDA/PRM approach must have the capability of enabling the pilot/s to listen to two communications frequencies simultaneously. 20.3 Radar Monitoring. Simultaneous close parallel ILS/PRM and LDA/PRM approaches require that final monitor controllers utilize the PRM system to ensure prescribed separation standards are met. Procedures and communications phraseology are also described in paragraph 19, Simultaneous Parallel ILS/MLS Approaches (Independent). A minimum of 3 miles radar separation or 1,000 feet vertical separation will be provided during the turn-on to close parallel final approach courses. To ensure separation is maintained, and in order to avoid an imminent situation during simultaneous close parallel ILS/PRM or SOIA ILS/PRM and LDA/PRM approaches, pilots must immediately comply with PRM monitor controller instructions. In the event of a missed approach, radar monitoring is provided to one-half mile beyond the most distant of the two runway departure ends for ILS/RPM approaches. In SOIA, PRM radar monitoring terminates at the LDA MAP. Final monitor controllers will not notify pilots when radar monitoring is terminated. 20.4 Attention All Users Page (AAUP). ILS/PRM and LDA/PRM approach charts have an AAUP associated with them that must be referred to in preparation for conducting the approach. This page contains the following instructions that must be followed if the pilot is unable to accept an ILS/PRM or LDA/PRM approach. 20.4.1 At airports that conduct PRM operations, (ILS/PRM or, in the case of airports where SOIAs are conducted, ILS/PRM and LDA/PRM approaches) pilots not qualified to except PRM approaches must contact the FAA Command Center prior to departure (1-800-333-4286) to obtain an arrival reservation (see FAA Advisory Circular 90-98, Simultaneous Closely Spaced Parallel Operations at Airports Using Precision Runway Monitor (PRM) Systems). Arriving flights that are unable to participate in ILS/PRM or LDA/PRM approaches and have not received an arrival reservation are subject to diversion to another airport or delays. Pilots en route to a PRM airport designated as an alternate, unable to reach their filed destination, and who are not qualified to participate in ILS/PRM or LDA/PRM approaches must advise ATC as soon as practical that they are unable to participate. Pilots who are qualified to participate but experience an en route equipment failure that would preclude participation in PRM approaches should notify ATC as soon as practical. 20.4.2 The AAUP covers the following operational topics: 20.4.2.1 ATIS. When the ATIS broadcast advises ILS/PRM approaches are in progress (or ILS PRM and LDA PRM approaches in the case of SOIA), pilots should brief to fly the ILS/PRM or LDA/PRM approach. If later advised to expect the ILS or LDA approach (should one be published), the ILS/PRM or LDA/PRM chart may be used after completing the following briefing items: a) Minimums and missed approach procedures are unchanged. b) PRM Monitor frequency no longer required. c) ATC may assign a lower altitude for glide slope intercept. NOTE- In the case of the LDA/PRM approach, this briefing procedure only applies if an LDA approach is also published. In the case of the SOIA ILS/PRM and LDA/PRM procedure, the AAUP describes the weather conditions in which simultaneous approaches are authorized: Simultaneous approach weather minimums are X,XXX feet (ceiling), x miles (visibility). 20.4.2.2 Dual VHF Communications Required. To avoid blocked transmissions, each runway will have two frequencies, a primary and a monitor frequency. The tower controller will transmit on both frequencies. The monitor controller’s transmissions, if needed, will override both frequencies. Pilots will ONLY transmit on the tower controller’s frequency, but will listen to both frequencies. Begin to monitor the PRM monitor controller when instructed by ATC to contact the tower. The volume levels should be set about the same on both radios so that the pilots will be able to hear transmissions on at least one frequency 31 JULY 08 AIP ENR 1.5-51 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition if the other is blocked. Site specific procedures take precedence over the general information presented in this paragraph. Refer to the AAUP for applicable procedures at specific airports. 20.4.2.3 Breakouts. Breakouts differ from other types of abandoned approaches in that they can happen anywhere and unexpectedly. Pilots directed by ATC to break off an approach must assume that an aircraft is blundering toward them and a breakout must be initiated immediately. a) Hand-fly breakouts. All breakouts are to be hand-flown to ensure the maneuver is accomplished in the shortest amount of time. b) ATC Directed “Breakouts.” ATC directed breakouts will consist of a turn and a climb or descent. Pilots must always initiate the breakout in response to an air traffic controller’s instruction. Controllers will give a descending breakout only when there are no other reasonable options available, but in no case will the descent be below the minimum vectoring altitude (MVA) which provides at least 1,000 feet required obstruction clearance. The AAUP provides the MVA in the final approach segment as X,XXX feet at (Name) Airport. NOTE- “TRAFFIC ALERT.” If an aircraft enters the “NO TRANSGRESSION ZONE” (NTZ), the controller will breakout the threatened aircraft on the adjacent approach. The phraseology for the breakout will be: PHRASEOLOGY- TRAFFIC ALERT, (aircraft call sign) TURN (left/right) IMMEDIATELY, HEADING (degrees), CLIMB/ DESCEND AND MAINTAIN (altitude). 20.4.2.4 ILS/PRM Navigation. The pilot may find crossing altitudes along the final approach course. The pilot is advised that descending on the ILS glideslope ensures complying with any charted crossing restrictions. 20.4.2.5 SOIA AAUP differences from ILS PRM AAUP a) ILS/PRM LDA Traffic (only published on ILS/PRM AAUP when the ILS PRM approach is used in conjunctions with an LDA/PRM approach to the adjacent runway). To provide better situational awareness, and because traffic on the LDA may be visible on the ILS aircraft’s TCAS, pilots are reminded of the fact that aircraft will be maneuvering behind them to align with the adjacent runway. While conducting the ILS/PRM approach to Runway XXX, other aircraft may be conducting the offset LDA/PRM approach to Runway XXX. These aircraft will approach from the (left/right)-rear and will realign with runway XXX after making visual contact with the ILS traffic. Under normal circumstances these aircraft will not pass the ILS traffic. b) SOIA LDA/PRM AAUP Items. The AAUP for the SOIA LDA/PRM approach contains most information found on ILS/PRM AAUPs. It replaces certain information as seen below and provides pilots with the procedures to be used in the visual segment of the LDA/PRM approach, from the time the ILS aircraft is visually acquired until landing. c) SOIA LDA/PRM Navigation (replaces ILS/ PRM 20.4.2.4 and 20.4.2.5a) above). The pilot may find crossing altitudes along the final approach course. The pilot is advised that descending on the LDA glideslope ensures complying with any charted crossing restrictions. Remain on the LDA course until passing XXXXX (LDA MAP name) intersection prior to maneuvering to align with the centerline of runway XXX. d) SOIA (Name) Airport Visual Segment (replaces ILS/PRM 20.4.2.5a) above). Pilot procedures for navigating beyond the LDA MAP are spelled out. If ATC advises that there is traffic on the adjacent ILS, pilots are authorized to continue past the LDA MAP to align with runway centerline when: 1) the ILS traffic is in sight and is expected to remain in sight, 2) ATC has been advised that “traffic is in sight.” 3) the runway environment is in sight. Otherwise, a missed approach must be executed. Between the LDA MAP and the runway threshold, pilots of the LDA aircraft are responsible for separating themselves visually from traffic on the ILS approach, which means maneuvering the aircraft as necessary to avoid the ILS traffic until landing, and providing wake turbulence avoidance, if applicable. Pilots should advise ATC, as soon as practical, if visual contact with the ILS traffic is lost and execute a missed approach unless otherwise instructed by ATC. 31 JULY 08 AIP ENR 1.5-52 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 20.5 SOIA LDA Approach Wake Turbulence. Pilots are responsible for wake turbulence avoidance when maneuvering between the LDA missed approach point and the runway threshold. 20.6 Differences between ILS and ILS/PRM approaches of importance to the pilot. 20.6.1 Runway Spacing. Prior to ILS/PRM and LDA/PRM approaches, most ATC directed breakouts were the result of two aircraft in-trail on the same final approach course getting too close together. Two aircraft going in the same direction did not mandate quick reaction times. With PRM approaches, two aircraft could be along side each other, navigating on courses that are separated by less than 4,300 feet. In the unlikely event that an aircraft “blunders” off its course and makes a worst case turn of 30 degrees toward the adjacent final approach course, closing speeds of 135 feet per second could occur that constitute the need for quick reaction. A blunder has to be recognized by the monitor controller, and breakout instructions issued to the endangered aircraft. The pilot will not have any warning that a breakout is eminent because the blundering aircraft will be on another frequency. It is important that, when a pilot receives breakout instructions, he/she assumes that a blundering aircraft is about to or has penetrated the NTZ and is heading toward his/her approach course. The pilot must initiate a breakout as soon as safety allows. While conducting PRM approaches, pilots must maintain an increased sense of awareness in order to immediately react to an ATC instruction (breakout) and maneuver as instructed by ATC, away from a blundering aircraft. 20.6.2 Communications. To help in avoiding communication problems caused by stuck microphones and two parties talking at the same time, two frequencies for each runway will be in use during ILS/PRM and LDA/PRM approach operations, the primary tower frequency and the PRM monitor frequency. The tower controller transmits and receives in a normal fashion on the primary frequency and also transmits on the PRM monitor frequency. The monitor controller’s transmissions override on both frequencies. The pilots flying the approach will listen to both frequencies but only transmit on the primary tower frequency. If the PRM monitor controller initiates a breakout and the primary frequency is blocked by another transmission, the breakout instruction will still be heard on the PRM monitor frequency. 20.6.3 Hand-flown Breakouts. The use of the autopilot is encouraged while flying an ILS/PRM or LDA/PRM approach, but the autopilot must be disengaged in the rare event that a breakout is issued. Simulation studies of breakouts have shown that a hand-flown breakout can be initiated consistently faster than a breakout performed using the autopilot. 20.6.4 TCAS. The ATC breakout instruction is the primary means of conflict resolution. TCAS, if installed, provides another form of conflict resolution in the unlikely event other separation standards would fail. TCAS is not required to conduct a closely spaced approach. The TCAS provides only vertical resolution of aircraft conflicts, while the ATC breakout instruction provides both vertical and horizontal guidance for conflict resolutions. Pilots should always immediately follow the TCAS Resolution Advisory (RA), whenever it is received. Should a TCAS RA be received before, during, or after an ATC breakout instruction is issued, the pilot should follow the RA, even if it conflicts with the climb/descent portion of the breakout maneuver. If following an RA requires deviating from an ATC clearance, the pilot shall advise ATC as soon as practical. While following an RA, it is extremely important that the pilot also comply with the turn portion of the ATC breakout instruction unless the pilot determines safety to be factor. Adhering to these procedures assures the pilot that acceptable “breakout” separation margins will always be provided, even in the face of a normal procedural or system failure. 20.6.5 Breakouts. The probability is extremely low that an aircraft will “blunder” from its assigned approach course and enter the NTZ, causing ATC to “breakout” the aircraft approaching on the adjacent ILS course. However, because of the close proximity of the final approach courses, it is essential that pilots follow the ATC breakout instructions precisely and expeditiously. The controller’s “breakout” instructions provide conflict resolution for the threatened aircraft, with the turn portion of the “breakout” being the single most important element in achieving maximum protection. A descending breakout will only be issued when it is the only controller option. In no case will the controller descend an aircraft below the MVA, which will provide at least 1,000 feet 31 JULY 08 AIP ENR 1.5-53 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition clearance above obstacles. The pilot is not expected to exceed 1,000 feet per minute rate of descent in the event a descending breakout is issued. 21. Simultaneous Converging Instrument Approaches 21.1 ATC may conduct instrument approaches simultaneously to converging runways; i.e., runways having an included angle from 15 to 100 degrees, at airports where a program has been specifically approved to do so. 21.2 The basic concept requires that dedicated, separate standard instrument approach procedures be developed for each converging runway included. Missed approach points must be at least 3 miles apart and missed approach procedures ensure that missed approach protected airspace does not overlap. 21.3 Other requirements are: radar availability, nonintersecting final approach courses, precision (ILS/MLS) approach systems on each runway, and if runways intersect, controllers must be able to apply visual separation as well as intersecting runway separation criteria. Intersecting runways also require minimums of at least 700-foot ceilings and 2 miles visibility. Straight-in approaches and landings must be made. 21.4 Whenever simultaneous converging approaches are in progress, aircraft will be informed by the controller as soon as feasible after initial contact or via ATIS. Additionally, the radar controller will have direct communications capability with the tower controller where separation responsibility has not been delegated to the tower. 22. Timed Approaches From a Holding Fix 22.1 Timed approaches may be conducted when the following conditions are met: 22.1.1 A control tower is in operation at the airport where the approaches are conducted. 22.1.2 Direct communications are maintained between the pilot and the center/approach controller until the pilot is instructed to contact the tower. 22.1.3 If more than one missed approach procedure is available, none requires a course reversal. 22.1.4 If only one missed approach procedure is available, the following conditions are met. 22.1.4.1 Course reversal is not required. 22.1.4.2 Reported ceiling and visibility are equal to or greater than the highest prescribed circling minimums for the instrument approach procedure. 22.1.5 When cleared for the approach, pilots shall not execute a procedure turn. (See 14 CFR Section 91.175j.) 22.2 Although the controller will not specifically state that “timed approaches are in progress,” the assigning a time to depart the final approach fix inbound (nonprecision approach) or the outer marker or the fix used in lieu of the outer marker inbound (precision approach) is indicative that timed approach procedures are being utilized, or in lieu of holding, the controller may use radar vectors to the final approach course to establish a mileage interval between aircraft that will insure the appropriate time sequence between the final approach fix/outer marker or the fix used in lieu of the outer marker and the airport. 22.3 Each pilot in an approach sequence will be given advance notice as to the time he/she should leave the holding point on approach to the airport. When a time to leave the holding point has been received, the pilot should adjust his/her flight path to leave the fix as closely as possible to the designated time. (See FIG ENR 1.5-30.) 31 JULY 08 AIP ENR 1.5-54 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-30 Timed Approaches from a Holding Fix ONE MINUTE FLYING TIME APPROXIMATELY 5 MILES 12:03 CLEARANCE RECEIVED :04 INITIAL TIME OVER FIX 1000 FT. 1000 FT. 1000 FT. 1000 FT. :06 1/2 :07 REPORT LEAVING FINAL APPROACH TIME :05 1/2 :05 30 SEC. REPORT LEAVING PREVIOUS ALTITUDE FOR NEW ASSIGNED ALTITUDE LMM LOM AIRPORT EXAMPLE- At 12:03 local time, in the example shown, a pilot holding, receives instructions to leave the fix inbound at 12:07. These instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is proceeding inbound toward the fix. Arriving back over the fix, the pilot notes that the time is 12:04 and that there are 3 minutes to lose in order to leave the fix at the assigned time. Since the time remaining is more than two minutes, the pilot plans to fly a race track pattern rather than a 360 degree turn, which would use up 2 minutes. The turns at the ends of the race track pattern will consume approximately 2 minutes. Three minutes to go, minus 2 minutes required for the turns, leaves 1 minute for level flight. Since two portions of level flight will be required to get back to the fix inbound, the pilot halves the 1 minute remaining 31 JULY 08 AIP ENR 1.5-55 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition and plans to fly level for 30 seconds outbound before starting the turn back to the fix on final approach. If the winds were negligible at flight altitude, this procedure would bring the pilot inbound across the fix precisely at the specified time of 12:07. However, if expecting headwind on final approach, the pilot should shorten the 30 second outbound course somewhat, knowing that the wind will carry the aircraft away from the fix faster while outbound and decrease the ground speed while returning to the fix. On the other hand, compensating for a tailwind on final approach, the pilot should lengthen the calculated 30 second outbound heading somewhat, knowing that the wind would tend to hold the aircraft closer to the fix while outbound and increase the ground speed while returning to the fix. 23. Contact Approach 23.1 Pilots operating in accordance with an IFR flight plan, provided they are clear of clouds and have at least 1 mile flight visibility and can reasonably expect to continue to the destination airport in those conditions, may request ATC authorization for a “contact approach.” 23.2 Controllers may authorize a “contact approach” provided: 23.2.1 The contact approach is specifically requested by the pilot. ATC cannot initiate this approach. EXAMPLE- Request contact approach. 23.2.2 The reported ground visibility at the destination airport is at least 1 statute mile. 23.2.3 The contact approach will be made to an airport having a standard or special instrument approach procedure. 23.2.4 Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special VFR aircraft. EXAMPLE- Cleared contact approach (and if required) at or below (altitude) (routing) if not possible (alternative procedures) and advise. 23.3 A contact approach is an approach procedure that may be used by a pilot (with prior authorization from ATC) in lieu of conducting a standard or special instrument approach procedure (IAP) to an airport. It is not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP. Nor is it intended for an aircraft to conduct an instrument approach to one airport and then, when “in the clear,” discontinue that approach and proceed to another airport. In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.

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24. Visual Approach 24.1 A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding identified aircraft in sight. This approach must be authorized and controlled by the appropriate air traffic control facility. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. ATC may authorize this type approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under Instrument Flight Rules in visual meteorological conditions. Cloud clearance requirements of 14 CFR Section 91.155 are not applicable, unless required by operation specifications.

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24.2 Operating to an Airport Without Weather Reporting Service. ATC will advise the pilot when weather is not available at the destination airport. ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1,000 feet and visibility 3 miles or greater (e.g., area weather reports, PIREPs, etc.). 24.3 Operating to an Airport with an Operating Control Tower. Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel, intersecting, or converging runway. When operating to airports with parallel runways separated by less than 2,500 feet, the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by ATC. When operating to parallel runways separated by at least 2,500 feet but less than 4,300 feet, controllers will clear/vector aircraft to the final at an angle not greater than 30 degrees unless radar, vertical, or visual separation is provided during the turn-on. The purpose of the 30 degree intercept angle is to reduce the potential for overshoots of the final and to 31 JULY 08 AIP ENR 1.5-56 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition preclude side-by-side operations with one or both aircraft in a belly-up configuration during the turn-on. Once the aircraft are established within 30 degrees of final, or on the final, these operations may be conducted simultaneously. When the parallel runways are separated by 4,300 feet or more, or intersecting/converging runways are in use, ATC may authorize a visual approach after advising all aircraft involved that other aircraft are conducting operations to the other runway. This may be accomplished through use of the ATIS. 24.4 Separation Responsibilities. If the pilot has the airport in sight but cannot see the preceding aircraft, ATC may clear the aircraft for a visual approach; however, ATC retains both separation and wake vortex separation responsibility. When visually following a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation. 24.5 A visual approach is not an IAP and therefore has no missed approach segment. If a go around is necessary for any reason, aircraft operating at controlled airports will be issued an appropriate advisory/clearance/instruction by the tower. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance. Separation from other IFR aircraft will be maintained under these circumstances. 24.6 Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired. 24.7 Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation responsibility. See ENR 1.10, paragraph 11.2, Canceling IFR Flight Plan. 24.8 Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to advisory frequency. 25. Charted Visual Flight Procedures (CVFPs) 25.1 CVFPs are charted visual approaches established for environmental/noise considerations, and/ or when necessary for the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft. 25.2 These procedures will be used only at airports with an operating control tower. 25.3 Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only. 25.4 Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are recommended only. Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate. 25.5 When landmarks used for navigation are not visible at night, the approach will be annotated “PROCEDURE NOT AUTHORIZED AT NIGHT.” 25.6 CVFPs usually begin within 20 flying miles from the airport. 25.7 Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts. 25.8 CVFPs are not instrument approaches and do not have missed approach segments. 25.9 ATC will not issue clearances for CVFPs when the weather is less than the published minimum. 25.10 ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft. If instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake turbulence separation. 25.11 Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft. Missed approaches will be handled as a go-around. 26. Missed Approach 26.1 When a landing cannot be accomplished, advise ATC and, upon reaching the missed approach point defined on the approach procedure chart, the pilot 31 JULY 08 AIP ENR 1.5-57 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC. 26.2 Obstacle protection for missed approach is predicated on the missed approach being initiated at the decision altitude/height (DA/H) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb gradient of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published in the notes section of the approach procedure chart. When higher than standard climb gradients are specified, the end point of the non-standard climb will be specified at either an altitude or a fix. Pilots must preplan to ensure that the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the procedure in the event of a missed approach, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement (feet per minute). Tables for the conversion of climb gradients (feet per nautical mile) to climb rate (feet per minute), based on ground speed, are included on page D1 of the U.S. Terminal Procedures booklets. Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver. 26.3 If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. Inasmuch as the circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will help assure that an aircraft will remain laterally within the circling and missed approach obstruction clearance areas. Refer to paragraph 26.8 concerning vertical obstruction clearance when starting a missed approach at other than the MAP. (See FIG ENR 1.5-31.) 14 FEB 31 JULY 08 AIP ENR 1.5-58 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-31 Circling and Missed Approach Obstruction Clearance Areas X X CLIMBING TURN CLIMBING TURN DECISION TO MISS HERE DECISION TO MISS HERE VOR VOR CIRCLING MANEUVER (WHEN CLEARED IN RIGHT HAND TRAFFIC PATTERN) 31 JULY 08 AIP ENR 1.5-59 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-32 Missed Approach x CHANUTE 109.2 CNU 090° 1450 1265 1581 1180 1172 Portion of a Published Procedure Remain within 10 NM VOR MISSED APPROACH Climbing right turn to 2600 direct to VOR 2600 236° 056° 2500 5.7 NM R236 056° 011° 191° FIG ENR 1.5-33 Overhead Maneuver 3 - 5 NM X X INITIAL POINT APPROACH INITIAL X ROLL OUT BREAK POINT 180° TURN 180° TURN 31 JULY 08 AIP ENR 1.5-60 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 26.4 At locations where ATC radar service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure. 26.5 Some locations may have a preplanned alternate missed approach procedure for use in the event the primary NAVAID used for the missed approach procedure is unavailable. To avoid confusion, the alternate missed approach instructions are not published on the chart. However, the alternate missed approach holding pattern will be depicted on the instrument approach chart for pilot situational awareness and to assist ATC by not having to issue detailed holding instructions. The alternate missed approach may be based on NAVAIDs not used in the approach procedure or the primary missed approach. When the alternate missed approach procedure is implemented by NOTAM, it becomes a mandatory part of the procedure. The NOTAM will specify both the textual instructions and any additional equipment requirements necessary to complete the procedure. Air traffic may also issue instructions for the alternate missed approach when necessary, such as when the primary missed approach NAVAID fails during the approach. Pilots may reject an ATC clearance for an alternate missed approach that requires equipment not necessary for the published approach procedure when the alternate missed approach is issued after beginning the approach. However, when the alternate missed approach is issued prior to beginning the approach the pilot must either accept the entire procedure (including the alternate missed approach), request a different approach procedure, or coordinate with ATC for alternative action to be taken, i.e., proceed to an alternate airport, etc. 26.6 When the approach has been missed, request a clearance for specific action; i.e., to alternative airport, another approach, etc. 26.7 Pilots must ensure that they have climbed to a safe altitude prior to proceeding off the published missed approach, especially in nonradar environments. Abandoning the missed approach prior to reaching the published altitude may not provide adequate terrain clearance. Additional climb may be required after reaching the holding pattern before proceeding back to the IAF or to an alternate. 26.8 Missed approach obstacle clearance is predicated on beginning the missed approach procedure at the Missed Approach Point (MAP) from MDA or DA and then climbing 200 feet/NM or greater. Initiating a go-around after passing the published MAP may result in total loss of obstacle clearance. To compensate for the possibility of reduced obstacle clearance during a go-around, a pilot should apply procedures used in takeoff planning. Pilots should refer to airport obstacle and departure data prior to initiating an instrument approach procedure. Such information may be found in the “TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES” section of the U.S. TERMINAL PROCEDURES publication. 27. Overhead Approach Maneuver 27.1 Pilots operating in accordance with an IFR flight plan in Visual Meteorological Conditions (VMC) may request ATC authorization for an overhead maneuver. An overhead maneuver is not an instrument approach procedure. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is considered to be VFR and the IFR flight plan is cancelled when the aircraft reaches the initial point on the initial approach portion of the maneuver. (See FIG ENR 1.5-33.) The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved. Aircraft operating to an airport without a functioning control tower must initiate cancellation of an IFR flight plan prior to executing the overhead maneuver. Cancellation of the IFR flight plan must be accomplished after crossing the landing threshold on the initial portion of the maneuver or after landing. Controllers may authorize an overhead maneuver and issue the following to arriving aircraft: 27.1.1 Pattern altitude and direction of traffic. This information may be omitted if either is standard. PHRASEOLOGY- PATTERN ALTITUDE (altitude). RIGHT TURNS. 27.1.2 Request for a report on initial approach. PHRASEOLOGY- REPORT INITIAL. 14 FEB 08 31 JULY 08 AIP ENR 1.5-61 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 27.1.3 “Break” information and a request for the pilot to report. The “Break Point” will be specified if nonstandard. Pilots may be requested to report “break” if required for traffic or other reasons. PHRASEOLOGY- BREAK AT (specified point). REPORT BREAK. 28. Departure Procedures 28.1 Pre-Taxi Clearance Procedures 28.1.1 Locations where these procedures are in effect are indicated in the Airport/Facility Directory. 28.1.2 Certain airports have established programs whereby pilots of departing IFR aircraft may elect to receive their IFR clearances before they start taxiing for takeoff. The following provisions are included in such procedures: 28.1.2.1 Pilot participation is not mandatory. 28.1.2.2 Participating pilots call clearance delivery/ ground control not more than 10 minutes before proposed taxi time. 28.1.2.3 IFR clearance (or delay information, if clearance cannot be obtained) is issued at the time of this initial call-up. 28.1.2.4 When the IFR clearance is received on clearance delivery frequency, pilots call ground control when ready to taxi. 28.1.2.5 Normally, pilots need not inform ground control that they have received IFR clearance on clearance delivery frequency. Certain locations may, however, require that the pilot inform ground control of a portion of the routing or that the IFR clearance has been received. 28.1.2.6 If a pilot cannot establish contact on clearance delivery frequency or has not received an IFR clearance before ready to taxi, the pilot should contact ground control and inform the controller accordingly. 29. Pre-departure Clearance Procedures 29.1 Many airports in the National Airspace System are equipped with the Tower Data Link System (TDLS) that includes the Pre-departure Clearance (PDC) function. The PDC function automates the Clearance Delivery operations in the ATCT for participating users. The PDC function displays IFR clearances from the ARTCC to the ATCT. The Clearance Delivery controller in the ATCT can append local departure information and transmit the clearance via data link to participating airline/service provider computers. The airline/service provider will then deliver the clearance via the Aircraft Communications Addressing and Reporting System (ACARS) or a similar data link system or, for nondata link equipped aircraft, via a printer located at the departure gate. PDC reduces frequency congestion, controller workload and is intended to mitigate delivery/readback errors. Also, information from participating users indicates a reduction in pilot workload. 29.2 PDC is available only to participating aircraft that have subscribed to the service through an approved service provider. 29.3 Due to technical reasons, the following limitations currently exist in the PDC program: 29.3.1 Aircraft filing multiple flight plans are limited to one PDC clearance per departure airport within a 24-hour period. Additional clearances will be delivered verbally. 29.3.2 If the clearance is revised or modified prior to delivery, it will be rejected from PDC and the clearance will need to be delivered verbally. 29.4 No acknowledgment of receipt or readback is required for a PDC. 29.5 In all situations, the pilot is encouraged to contact clearance delivery if a question or concern exists regarding an automated clearance. 30. Taxi Clearance 30.1 Pilots on IFR flight plans should communicate with the control tower on the appropriate ground control/clearance delivery frequency prior to starting engines to receive engine start time, taxi, and/or clearance information. 31. Taxi into Position and Hold (TIPH) 31.1 Taxi into position and hold is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure. The ATC instruction “POSITION AND HOLD” is used to instruct a pilot to taxi onto the departure runway in takeoff position and hold. EXAMPLE- Tower: “N234AR Runway 24L, position and hold.”

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31.2 This ATC instruction is not an authorization to takeoff. In instances where the pilot has been instructed to “position and hold” and has been 30 AUG 07 14 FEB 31 JULY 08 AIP ENR 1.5-62 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/ condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, the pilot should expect an imminent takeoff clearance, unless advised of a delay. If you are uncertain about any ATC instruction or clearance, contact ATC immediately. 31.3 If a takeoff clearance is not received within a reasonable amount of time after clearance to position and hold, ATC should be contacted. EXAMPLE- Aircraft: Cessna 234AR holding in position Runway 24L. Aircraft: Cessna 234AR holding in position Runway 24L at Bravo. NOTE- FAA analysis of accidents and incidents involving aircraft holding in position indicate that two minutes or more elapsed between the time the instruction was issued to “position and hold” and the resulting event (e.g., landover or go-around). Pilots should consider the length of time that they have been holding in position whenever they HAVE NOT been advised of any expected delay to determine when it is appropriate to query the controller. REFERENCE- Advisory Circulars 91-73A, Part 91 and Part 135 Single-Pilot Procedures during Taxi Operations, and 120-74A, Parts 91, 121, 125, and 135 Flightcrew Procedures during Taxi Operations. 31.4 Situational awareness during position and hold operations is enhanced by monitoring ATC instructions/clearances issued to other aircraft. Pilots should listen carefully if another aircraft is on frequency that has a similar call sign and pay close attention to communications between ATC and other aircraft. If you are uncertain of an ATC instruction or clearance, query ATC immediately. Care should be taken to not inadvertently execute a clearance/ instruction for another aircraft. 31.5 Pilots should be especially vigilant when conducting “position and hold” operations at night or during reduced visibility conditions. They should scan the full length of the runway and look for aircraft on final approach or landing roll out when taxiing onto a runway. ATC should be contacted anytime there is a concern about a potential conflict. 31.6 When two or more runways are active, aircraft may be instructed to “POSITION AND HOLD” on two or more runways. When multiple runway operations are being conducted, it is important to listen closely for your call sign and runway. Be alert for similar sounding call signs and acknowledge all instructions with your call sign. When you are holding in position and are not sure if the takeoff clearance was for you, ask ATC before you begin takeoff roll. ATC prefers that you confirm a takeoff clearance rather than mistake another aircraft’s clearance for your own. 31.7 When ATC issues intersection “position and hold” and takeoff clearances, the intersection designator will be used. If ATC omits the intersection designator, call ATC for clarification. EXAMPLE- Aircraft: “Cherokee 234AR, Runway 24L at November 4, position and hold.” 31.8 If landing traffic is a factor during position and hold operations, ATC will inform the aircraft in position of the closest traffic that has requested a full- stop, touch-and-go, stop-and-go, or an unrestricted low approach to the same runway. Pilots should take care to note the position of landing traffic. ATC will also advise the landing traffic when an aircraft is authorized to “position and hold” on the same runway. EXAMPLE- Tower: “Cessna 234AR, Runway 24L, position and hold. Traffic a Boeing 737, six mile final.” Tower: “Delta 1011, continue, traffic a Cessna 210 position and hold Runway 24L.” NOTE- ATC will normally withhold landing clearance to arrival aircraft when another aircraft is in position and holding on the runway. 31.9 Never land on a runway that is occupied by another aircraft, even if a landing clearance was issued. Do not hesitate to ask the controller about the traffic on the runway and be prepared to execute a go- around. NOTE- Always clarify any misunderstanding or confusion concerning ATC instructions or clearances. ATC should be advised immediately if there is any uncertainty about the ability to comply with any of their instructions. 32. Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times 32.1 ATC may assign departure restrictions, clearance void times, hold for release, and release times, when necessary, to separate departures from other traffic or to restrict or regulate the departure flow. 30 AUG 07 14 FEB 08 31 JULY 08 AIP ENR 1.5-63 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 32.1.1 Clearance Void Times. A pilot may receive a clearance, when operating from an airport without a control tower, which contains a provision for the clearance to be void if not airborne by a specific time. A pilot who does not depart prior to the clearance void time must advise ATC as soon as possible of his or her intentions. ATC will normally advise the pilot of the time allotted to notify ATC that the aircraft did not depart prior to the clearance void time. This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes after the clearance void time will result in the aircraft being considered overdue and search and rescue procedures initiated. NOTE- 1. Other IFR traffic for the airport where the clearance is issued is suspended until the aircraft has contacted ATC or until 30 minutes after the clearance void time or 30 minutes after the clearance release time if no clearance void time is issued. 2. Pilots who depart at or after their clearance void time are not afforded IFR separation and may be in violation of 14 CFR Section 91.173 which requires that pilots receive an appropriate ATC clearance before operating IFR in Class A, B, C, D, and E airspace. EXAMPLE- Clearance void if not off by (clearance void time) and, if required, if not off by (clearance void time) advise (facility) not later than (time) of intentions. 32.1.2 Hold for Release. ATC may issue “hold for release” instructions in a clearance to delay an aircrafts departure for traffic management reasons (i.e., weather, traffic volume, etc.). When ATC states in the clearance, “hold for release,” the pilot may not depart utilizing that IFR clearance until a release time or additional instructions are issued by ATC. This does not preclude the pilot from cancelling the IFR clearance with ATC and departing under VFR; but an IFR clearance may not be available after departure. In addition, ATC will include departure delay information in conjunction with “hold for release” instructions. EXAMPLE- (Aircraft identification) cleared to (destination) airport as filed, maintain (altitude), and, if required (additional instructions or information), hold for release, expect (time in hours and/or minutes) departure delay. 32.1.3 Release Times. A “release time” is a departure restriction issued to a pilot by ATC, specifying the earliest time an aircraft may depart. ATC will use “release times” in conjunction with traffic management procedures and/or to separate a departing aircraft from other traffic. EXAMPLE- (Aircraft identification) released for departure at (time in hours and/or minutes). 32.1.4 Expect Departure Clearance Time (EDCT). The EDCT is the runway release time assigned to an aircraft included in traffic management programs. Aircraft are expected to depart no earlier than 5 minutes before, and no later than 5 minutes after the EDCT. 32.2 If practical, pilots departing uncontrolled airports should obtain IFR clearances prior to becoming airborne when two-way communication with the controlling ATC facility is available. 33. Departure Control 33.1 Departure Control is an approach control function responsible for ensuring separation between departures. So as to expedite the handling of departures, Departure Control may suggest a takeoff direction other than that which may normally have been used under VFR handling. Many times it is preferred to offer the pilot a runway that will require the fewest turns after takeoff to place the pilot on course or selected departure route as quickly as possible. At many locations particular attention is paid to the use of preferential runways for local noise abatement programs, and route departures away from congested areas. 33.2 Departure Control utilizing radar will normally clear aircraft out of the terminal area using instrument departure procedures (DPs) via radio navigation aids. When a departure is to be vectored immediately following takeoff, the pilot will be advised prior to takeoff of the initial heading to be flown but may not be advised of the purpose of the heading. Pilots operating in a radar environment are expected to associate departure headings with vectors to their planned route of flight. When given a vector taking the aircraft off a previously assigned nonradar route, the pilot will be advised briefly what the vector is to achieve. Thereafter, radar service will be provided until the aircraft has been reestablished “on-course” using an appropriate navigation aid and the pilot has been advised of the aircraft’s position; or, a handoff is made to another radar controller with further surveillance capabilities. 33.3 Controllers will inform pilots of the departure control frequencies and, if appropriate, the transponder code before takeoff. Pilots should not operate 30 AUG 07 14 FEB 31 JULY 08 AIP ENR 1.5-64 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition their transponder until ready to start the takeoff roll, except at ASDE-X facilities where transponders should be transmitting “on” with altitude reporting continuously while operating on the airport surface if so equipped. Pilots should not change to the departure control frequency until requested. Controllers may omit the departure control frequency if a DP has or will be assigned and the departure control frequency is published on the DP. 34. Abbreviated IFR Departure Clearance (Cleared . . . as Filed) Procedures 34.1 ATC facilities will issue an abbreviated IFR departure clearance based on the ROUTE of flight filed in the IFR flight plan, provided the filed route can be approved with little or no revision. These abbreviated clearance procedures are based on the following conditions: 34.1.1 The aircraft is on the ground or it has departed VFR and the pilot is requesting IFR clearance while airborne. 34.1.2 That a pilot will not accept an abbreviated clearance if the route or destination of a flight plan filed with ATC has been changed by him/her or the company or the operations officer before departure. 34.1.3 That it is the responsibility of the company or operations office to inform the pilot when they make a change to the filed flight plan. 34.1.4 That it is the responsibility of the pilot to inform ATC in the initial call-up (for clearance) when the filed flight plan has been either: 34.1.4.1 Amended. 34.1.4.2 Canceled and replaced with a new filed flight plan. NOTE- The facility issuing a clearance may not have received the revised route or the revised flight plan by the time a pilot requests clearance. 34.2 Controllers will issue a detailed clearance when they know that the original filed flight plan has been changed or when the pilot requests a full route clearance. 34.3 The clearance as issued will include the destination airport filed in the flight plan. 34.4 ATC procedures now require the controller to state the DP name, the current number and the DP Transition name after the phrase “Cleared to (destination) airport,” and prior to the phrase, “then as filed,” for ALL departure clearances when the DP or DP Transition is to be flown. The procedure applies whether or not the DP is filed in the flight plan. 34.5 Standard Terminal Arrivals (STARs), when filed in a flight plan, are considered a part of the filed route of flight and will not normally be stated in an initial departure clearance. If the ARTCC’s jurisdictional airspace includes both the departure airport and the fix where a STAR or STAR Transition begins, the STAR name, the current number, and the STAR Transition name MAY be stated in the initial clearance. 34.6 “Cleared to (destination) airport as filed” does NOT include the en route altitude filed in a flight plan. An en route altitude will be stated in the clearance or the pilot will be advised to expect an assigned/filed altitude within a given time frame or at a certain point after departure. This may be done verbally in the departure instructions or stated in the DP. 34.7 In a radar and a nonradar environment, the controller will state “Cleared to (destination) airport as filed” or: 34.7.1 If a DP or DP Transition is to be flown, specify the DP name, the current DP number, the DP Transition name, the assigned altitude/flight level, and any additional instructions (departure control frequency, beacon code assignment, etc.) necessary to clear a departing aircraft via the DP/DP Transition and the route filed. EXAMPLE- National Seven Twenty cleared to Miami Airport Intercontinental one departure, Lake Charles transition then as filed, maintain Flight Level two seven zero. 34.7.2 When there is no DP or when the pilot cannot accept a DP, specify the assigned altitude/flight level, and any additional instructions necessary to clear a departing aircraft via an appropriate departure routing and the route filed. NOTE- A detailed departure route description or a radar vector may be used to achieve the desired departure routing. 34.7.3 If necessary to make a minor revision to the filed route, specify the assigned DP/DP Transition (or departure routing), the revision to the filed route, the assigned altitude/flight level, and any additional instructions necessary to clear a departing aircraft. 30 AUG 07 14 FEB 08 31 JULY 08 AIP ENR 1.5-65 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition EXAMPLE- Jet Star One Four Two Four cleared to Atlanta Airport, South Boston two departure then as filed except change route to read South Boston Victor 20 Greensboro, maintain one seven thousand. 34.7.4 Additionally, in a nonradar environment, specify one or more fixes as necessary to identify the initial route of flight. EXAMPLE- Cessna Three One Six Zero Foxtrot cleared to Charlotte Airport as filed via Brooke, maintain seven thousand. 34.8 To ensure success of the program, pilots should: 34.8.1 Avoid making changes to a filed flight plan just prior to departure. 34.8.2 State the following information in the initial call-up to the facility when no change has been made to the filed flight plan: Aircraft call sign, location, type operation (IFR), and the name of the airport (or fix) to which you expect clearance. EXAMPLE- “Washington clearance delivery (or ground control if appropriate) American Seventy Six at gate one, IFR Los Angeles.” 34.8.3 If the flight plan has been changed, state the change and request a full route clearance. EXAMPLE- “Washington clearance delivery, American Seventy Six at gate one. IFR San Francisco. My flight plan route has been amended (or destination changed). Request full route clearance.” 34.8.4 Request verification or clarification from ATC if ANY portion of the clearance is not clearly understood. 34.8.5 When requesting clearance for the IFR portion of a VFR-IFR flight, request such clearance prior to the fix where IFR operation is proposed to commence in sufficient time to avoid delay. Use the following phraseology: EXAMPLE- “Los Angeles center, Apache Six One Papa, VFR estimating Paso Robles VOR at three two, one thousand five hundred, request IFR to Bakersfield.” 35. Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID) 35.1 Instrument departure procedures are preplanned instrument flight rule (IFR) procedures which provide obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs, Obstacle Departure Procedures (ODPs), printed either textually or graphically, and Standard Instrument Departures (SIDs), always printed graphically. All DPs, either textual or graphic may be designed using either conventional or RNAV criteria. RNAV procedures will have RNAV printed in the title, e.g., SHEAD TWO DEPARTURE (RNAV). ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. Graphic ODPs will have (OB- STACLE) printed in the procedure title, e.g., GEYSR THREE DEPARTURE (OBSTACLE), or, CROWN ONE DEPARTURE (RNAV)(OBSTACLE). Standard Instrument Departures are air traffic control (ATC) procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID. All DPs provide the pilot with a way to depart the airport and transition to the en route structure safely. Pilots operating under 14 CFR Part 91 are strongly encouraged to file and fly a DP at night, during marginal Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC), when one is available. The following paragraphs will provide an overview of the DP program, why DPs are developed, what criteria are used, where to find them, how they are to be flown, and finally pilot and ATC responsibilities. 35.2 Why are DPs necessary? The primary reason is to provide obstacle clearance protection information to pilots. A secondary reason, at busier airports, is to increase efficiency and reduce communications and departure delays through the use of SIDs. When an instrument approach is initially developed for an airport, the need for DPs is assessed. The procedure designer conducts an obstacle analysis to support departure operations. If an aircraft may turn in any direction from a runway within the limits of the assessment area (see paragraph 35.3.2) and remain clear of obstacles, that runway passes what is called a diverse departure assessment and no ODP will be 30 AUG 07 14 FEB 31 JULY 08 AIP ENR 1.5-66 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition published. A SID may be published if needed for air traffic control purposes. However, if an obstacle penetrates what is called the 40:1 obstacle identification surface, then the procedure designer chooses whether to: 35.2.1 Establish a steeper than normal climb gradient; or 35.2.2 Establish a steeper than normal climb gradient with an alternative that increases takeoff minima to allow the pilot to visually remain clear of the obstacle(s); or 35.2.3 Design and publish a specific departure route; or 35.2.4 A combination or all of the above. 35.3 What criteria is used to provide obstruction clearance during departure? 35.3.1 Unless specified otherwise, required obstacle clearance for all departures, including diverse, is based on the pilot crossing the departure end of the runway at least 35 feet above the departure end of runway elevation, climbing to 400 feet above the departure end of runway elevation before making the initial turn, and maintaining a minimum climb gradient of 200 feet per nautical mile (FPNM), unless required to level off by a crossing restriction, until the minimum IFR altitude. A greater climb gradient may be specified in the DP to clear obstacles or to achieve an ATC crossing restriction. If an initial turn higher than 400 feet above the departure end of runway elevation is specified in the DP, the turn should be commenced at the higher altitude. If a turn is specified at a fix, the turn must be made at that fix. Fixes may have minimum and/or maximum crossing altitudes that must be adhered to prior to passing the fix. In rare instances, obstacles that exist on the extended runway centerline may make an “early turn” more desirable than proceeding straight ahead. In these cases, the published departure instructions will include the language “turn left(right) as soon as practicable.” These departures will also include a ceiling and visibility minimum of at least 300 and 1. Pilots encountering one of these DPs should preplan the climb out to gain altitude and begin the turn as quickly as possible within the bounds of safe operating practices and operating limitations. This type of departure procedure is being phased out. NOTE- “Practical” or “feasible” may exist in some existing departure text instead of “practicable.”

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35.3.2 The 40:1 obstacle identification surface (OIS) begins at the departure end of runway (DER) and slopes upward at 152 FPNM until reaching the minimum IFR altitude or entering the en route structure. This assessment area is limited to 25 NM from the airport in nonmountainous areas and 46 NM in designated mountainous areas. Beyond this distance, the pilot is responsible for obstacle clearance if not operating on a published route, if below (having not reached) the MEA or MOCA of a published route, or an ATC assigned altitude. See FIG ENR 1.5-34. (Ref 14 CFR 91.177 for further information on en route altitudes.) NOTE- ODPs are normally designed to terminate within these distance limitations, however, some ODPs will contain routes that may exceed 25/46 NM; these routes will insure obstacle protection until reaching the end of the ODP.

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35.3.3 Obstacles that are located within 1 NM of the DER and penetrate the 40:1 OCS are referred to as “low, close-in obstacles.” The standard required obstacle clearance (ROC) of 48 feet per NM to clear these obstacles would require a climb gradient greater than 200 feet per NM for a very short distance, only until the aircraft was 200 feet above the DER. To eliminate publishing an excessive climb gradient, the obstacle AGL/MSL height and location relative to the DER is noted in the “Take-off Minimums and (OBSTACLE) Departure Procedures” section of a given Terminal Procedures Publication (TPP) booklet. The purpose of this note is to identify the obstacle(s) and alert the pilot to the height and location of the obstacle(s) so they can be avoided. This can be accomplished in a variety of ways, e.g., the pilot may be able to see the obstruction and maneuver around the obstacle(s) if necessary; early liftoff/climb performance may allow the aircraft to cross well above the obstacle(s); or if the obstacle(s) cannot be visually acquired during departure, preflight planning should take into account what turns or other maneuver may be necessary immediately after takeoff to avoid the obstruction(s). 30 AUG 07 14 FEB 08 31 JULY 08 AIP ENR 1.5-67 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-34 Diverse Departure Obstacle Assessment to 25/46 NM

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35.3.4 Climb gradients greater than 200 FPNM are specified when required for obstacle clearance and/or ATC required crossing restrictions. EXAMPLE- “Cross ALPHA intersection at or below 4000; maintain 6000.” The pilot climbs at least 200 FPNM to 6000. If 4000 is reached before ALPHA, the pilot levels off at 4000 until passing ALPHA; then immediately resumes at least 200 FPNM climb. 35.3.5 Climb gradients may be specified only to an altitude/fix, above which the normal gradient applies. EXAMPLE- “Minimum climb 340 FPNM to ALPHA.” The pilot climbs at least 340 FPNM to ALPHA, then at least 200 FPNM to MIA. 35.3.6 Some DPs established solely for obstacle avoidance require a climb in visual conditions to cross the airport or an on-airport NAVAID in a specified direction, at or above a specified altitude. These procedures are called Visual Climb Over the Airport (VCOA). EXAMPLE- “Climb in visual conditions so as to cross the McElory Airport southbound, at or above 6000, then climb via Keemmling radial zero three three to Keemmling VORTAC.” 35.4 Who is responsible for obstacle clearance? DPs are designed so that adherence to the procedure by the pilot will ensure obstacle protection. Additionally:

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35.4.1 Obstacle clearance responsibility also rests with the pilot when he/she chooses to climb in visual conditions in lieu of flying a DP and/or depart under increased takeoff minima rather than fly the climb gradient. Standard takeoff minima are one statute mile for aircraft having two engines or less and one-half statute mile for aircraft having more than two engines. Specified ceiling and visibility minima (VCOA or increased takeoff minima) will allow visual avoidance of obstacles until the pilot enters the standard obstacle protection area. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the specified visibility minimum prior to reaching the specified altitude. DPs may also contain what are called Low Close in Obstacles. These obstacles are less than 200 feet above the departure end of runway elevation and within one NM of the runway end, and do not require increased takeoff minimums. These obstacles are identified on the SID chart or in the Take-off Minimums and (Obstacle) Departure Procedures section of the U. S. Terminal Procedure booklet. These obstacles are especially critical to aircraft that do not lift off until close to the departure end of the runway or which climb at the minimum rate. Pilots should also consider drift following lift-off to ensure sufficient clearance from these obstacles. That segment of the procedure that requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. In all cases continued obstacle clearance is based on having 31 JULY 08 AIP ENR 1.5-68 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition climbed a minimum of 200 feet per nautical mile to the specified point and then continuing to climb at least 200 foot per nautical mile during the departure until reaching the minimum enroute altitude, unless specified otherwise.

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35.4.2 ATC may assume responsibility for obstacle clearance by vectoring the aircraft prior to reaching the minimum vectoring altitude by using a Diverse Vector Area (DVA). The DVA has been assessed for departures which do not follow a specific ground track. ATC may also vector an aircraft off a previously assigned DP. In all cases, the 200 FPNM climb gradient is assumed and obstacle clearance is not provided by ATC until the controller begins to provide navigational guidance in the form of radar vectors. NOTE- When used by the controller during departure, the term “radar contact” should not be interpreted as relieving pilots of their responsibility to maintain appropriate terrain and obstruction clearance which may include flying the obstacle DP.