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.

5-4-11. Radar Approaches
a. The only airborne radio equipment required for radar approaches is a functioning radio transmitter and
receiver. The radar controller vectors the aircraft to align it with the runway centerline. The controller continues
the vectors to keep the aircraft on course until the pilot can complete the approach and landing by visual reference
to the surface. There are two types of radar approaches: Precision (PAR) and Surveillance (ASR).
b. A radar approach may be given to any aircraft upon request and may be offered to pilots of aircraft in
distress or to expedite traffic, however, an ASR might not be approved unless there is an ATC operational
requirement, or in an unusual or emergency situation. Acceptance of a PAR or ASR by a pilot does not waive
the prescribed weather minimums for the airport or for the particular aircraft operator concerned. The decision
to make a radar approach when the reported weather is below the established minimums rests with the pilot.
c. PAR and ASR minimums are published on separate pages in the FAA Terminal Procedures Publication
(TPP).
1. Precision Approach (PAR). A PAR is one in which a controller provides highly accurate navigational
guidance in azimuth and elevation to a pilot. Pilots are given headings to fly, to direct them to, and keep their
aircraft aligned with the extended centerline of the landing runway. They are told to anticipate glidepath
interception approximately 10 to 30 seconds before it occurs and when to start descent. The published Decision
Height will be given only if the pilot requests it. If the aircraft is observed to deviate above or below the glidepath,
the pilot is given the relative amount of deviation by use of terms "slightly" or "well" and is expected to adjust
the aircraft"s rate of descent/ascent to return to the glidepath. Trend information is also issued with respect to the
elevation of the aircraft and may be modified by the terms "rapidly" and "slowly"; e.g., "well above glidepath,
coming down rapidly." Range from touchdown is given at least once each mile. If an aircraft is observed by the
controller to proceed outside of specified safety zone limits in azimuth and/or elevation and continue to operate
outside these prescribed limits, the pilot will be directed to execute a missed approach or to fly a specified course
unless the pilot has the runway environment (runway, approach lights, etc.) in sight. Navigational guidance in
azimuth and elevation is provided the pilot until the aircraft reaches the published Decision Height (DH).
Advisory course and glidepath information is furnished by the controller until the aircraft passes over the landing
threshold, at which point the pilot is advised of any deviation from the runway centerline. Radar service is
automatically terminated upon completion of the approach.
2. Surveillance Approach (ASR). An ASR is one in which a controller provides navigational guidance
in azimuth only. The pilot is furnished headings to fly to align the aircraft with the extended centerline of the
landing runway. Since the radar information used for a surveillance approach is considerably less precise than
that used for a precision approach, the accuracy of the approach will not be as great and higher minimums will
apply. Guidance in elevation is not possible but the pilot will be advised when to commence descent to the
Minimum Descent Altitude (MDA) or, if appropriate, to an intermediate step-down fix Minimum Crossing
Altitude and subsequently to the prescribed MDA. In addition, the pilot will be advised of the location of the
Missed Approach Point (MAP) prescribed for the procedure and the aircraft"s position each mile on final from
the runway, airport or heliport or MAP, as appropriate. If requested by the pilot, recommended altitudes will be
issued at each mile, based on the descent gradient established for the procedure, down to the last mile that is at
or above the MDA. Normally, navigational guidance will be provided until the aircraft reaches the MAP.
Controllers will terminate guidance and instruct the pilot to execute a missed approach unless at the MAP the
pilot has the runway, airport or heliport in sight or, for a helicopter point-in-space approach, the prescribed visual
reference with the surface is established. Also, if, at any time during the approach the controller considers that

Arrival Procedures

5-4-37