Section 3. Airport Operations
4-3-1. General Increased traffic congestion, aircraft in climb and descent attitudes, and pilot preoccupation with cockpit duties are some factors that increase the hazardous accident potential near the airport. The situation is further compounded when the weather is marginal, that is, just meeting VFR requirements. Pilots must be particularly alert when operating in the vicinity of an airport. This section defines some rules, practices, and procedures that pilots should be familiar with and adhere to for safe airport operations. 4-3-2. Airports with an Operating Control Tower a. When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made about 15 miles from the airport. Unless there is a good reason to leave the tower frequency before exiting the Class B, Class C, and Class D surface areas, it is a good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas. Not all airports with an operating control tower will have Class D airspace. These airports do not have weather reporting which is a requirement for surface based controlled airspace, previously known as a control zone. The controlled airspace over these airports will normally begin at 700 feet or 1,200 feet above ground level and can be determined from the visual aeronautical charts. Pilots are expected to use good operating practices and communicate with the control tower as described in this section. b. When necessary, the tower controller will issue clearances or other information for aircraft to generally follow the desired flight path (traffic patterns) when flying in Class B, Class C, and Class D surface areas and the proper taxi routes when operating on the ground. If not otherwise authorized or directed by the tower, pilots of fixed-wing aircraft approaching to land must circle the airport to the left. Pilots approaching to land in a helicopter must avoid the flow of fixed-wing traffic. However, in all instances, an appropriate clearance must be received from the tower before landing. FIG 4-3-1
|
Meaning |
|||
Color and Type of Signal |
Movement of Vehicles, Equipment and Personnel |
Aircraft on the Ground |
|
Steady green |
Cleared to cross, proceed or go |
Cleared for takeoff |
Cleared to land |
Flashing green |
Not applicable |
Cleared for taxi |
Return for landing (to be followed by steady green at the proper time) |
Steady red |
STOP |
STOP |
Give way to other aircraft and continue circling |
Flashing red |
Clear the taxiway/runway |
Taxi clear of the runway in use |
Airport unsafe, do not land |
Flashing white |
Return to starting point on airport |
Return to starting point on airport |
Not applicable |
Alternating red and green |
Exercise extreme caution |
Exercise extreme caution |
Exercise extreme caution |
4-3-14. Communications
a. Pilots of departing aircraft 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. Unless otherwise advised by the tower, remain on that frequency during taxiing and runup, then change to local control frequency when ready to request takeoff clearance.
NOTE-
Pilots are encouraged to monitor the local tower frequency
as soon as practical consistent with other ATC
requirements.
REFERENCE-
AIM, Automatic Terminal Information Service (ATIS), Paragraph 4-1-13.
b. The tower controller will consider that pilots of turbine-powered aircraft are ready for takeoff when they reach the runway or warm-up block unless advised otherwise.
c. The majority of ground control frequencies are in the 121.6-121.9 MHz bandwidth. Ground control frequencies are provided to eliminate frequency congestion on the tower (local control) frequency and are limited to communications between the tower and aircraft on the ground and between the tower and utility vehicles on the airport, provide a clear VHF channel for arriving and departing aircraft. They are used for issuance of taxi information, clearances, and other necessary contacts between the tower and aircraft or other vehicles operated on the airport. A pilot who has just landed should not change from the tower frequency to the ground control frequency until directed to do so by the controller. Normally, only one ground control frequency is assigned at an airport; however, at locations where the amount of traffic so warrants, a second ground control frequency and/or another frequency designated as a clearance delivery frequency, may be assigned.
d. A controller may omit the ground or local control frequency if the controller believes the pilot knows which frequency is in use. If the ground control frequency is in the 121 MHz bandwidth the controller may omit the numbers preceding the decimal point; e.g., 121.7, "CONTACT GROUND POINT SEVEN." However, if any doubt exists as to what frequency is in use, the pilot should promptly request the controller to provide that information.
e. Controllers will normally avoid issuing a radio frequency change to helicopters, known to be single-piloted, which are hovering, air taxiing, or flying near the ground. At times, it may be necessary for pilots to alert ATC regarding single pilot operations to minimize delay of essential ATC communications. Whenever possible, ATC instructions will be relayed through the frequency being monitored until a frequency change can be accomplished. You must promptly advise ATC if you are unable to comply with a frequency change. Also, you should advise ATC if you must land to accomplish the frequency change unless it is clear the landing will have no impact on other air traffic; e.g., on a taxiway or in a helicopter operating area.
4-3-15. Gate Holding Due to Departure Delays
a. Pilots should contact ground control or clearance delivery prior to starting engines as gate hold procedures will be in effect whenever departure delays exceed or are anticipated to exceed 15 minutes. The sequence for departure will be maintained in accordance with initial call up unless modified by flow control restrictions. Pilots should monitor the ground control or clearance delivery frequency for engine startup advisories or new proposed start time if the delay changes.
b. The tower controller will consider that pilots of turbine-powered aircraft are ready for takeoff when they reach the runway or warm-up block unless advised otherwise.
4-3-16. VFR Flights in Terminal Areas
Use reasonable restraint in exercising the prerogative of VFR flight, especially in terminal areas. The weather minimums and distances from clouds are minimums. Giving yourself a greater margin in specific instances is just good judgment.
a. Approach Area. Conducting a VFR operation in a Class B, Class C, Class D, and Class E surface area when the official visibility is 3 or 4 miles is not prohibited, but good judgment would dictate that you keep out of the approach area.
b. Reduced Visibility. It has always been recognized that precipitation reduces forward visibility. Consequently, although again it may be perfectly legal to cancel your IFR flight plan at any time you can proceed VFR, it is good practice, when precipitation is occurring, to continue IFR operation into a terminal area until you are reasonably close to your destination.
c. Simulated Instrument Flights. In conducting simulated instrument flights, be sure that the weather is good enough to compensate for the restricted visibility of the safety pilot and your greater concentration on your flight instruments. Give yourself a little greater margin when your flight plan lies in or near a busy airway or close to an airport.
4-3-17. VFR Helicopter Operations at Controlled Airports
a. General.
1. The following ATC procedures and phraseologies recognize the unique capabilities of helicopters and were developed to improve service to all users. Helicopter design characteristics and user needs often require operations from movement areas and nonmovement areas within the airport boundary. In order for ATC to properly apply these procedures, it is essential that pilots familiarize themselves with the local operations and make it known to controllers when additional instructions are necessary.
2. Insofar as possible, helicopter operations will be instructed to avoid the flow of fixed-wing aircraft to minimize overall delays; however, there will be many situations where faster/larger helicopters may be integrated with fixed-wing aircraft for the benefit of all concerned. Examples would include IFR flights, avoidance of noise sensitive areas, or use of runways/taxiways to minimize the hazardous effects of rotor downwash in congested areas.
3. Because helicopter pilots are intimately familiar with the effects of rotor downwash, they are best qualified to determine if a given operation can be conducted safely. Accordingly, the pilot has the final authority with respect to the specific airspeed/altitude combinations. ATC clearances are in no way intended to place the helicopter in a hazardous position. It is expected that pilots will advise ATC if a specific clearance will cause undue hazards to persons or property.
b. Controllers normally limit ATC ground service and instruction to movement areas; therefore, operations from nonmovement areas are conducted at pilot discretion and should be based on local policies, procedures, or letters of agreement. In order to maximize the flexibility of helicopter operations, it is necessary to rely heavily on sound pilot judgment. For example, hazards such as debris, obstructions, vehicles, or personnel must be recognized by the pilot, and action should be taken as necessary to avoid such hazards. Taxi, hover taxi, and air taxi operations are considered to be ground movements. Helicopters conducting such operations are expected to adhere to the same conditions, requirements, and practices as apply to other ground taxiing and ATC procedures in the AIM.
1. The phraseology taxi is used when it is intended or expected that the helicopter will taxi on the airport surface, either via taxiways or other prescribed routes. Taxi is used primarily for helicopters equipped with wheels or in response to a pilot request. Preference should be given to this procedure whenever it is necessary to minimize effects of rotor downwash.
2. Pilots may request a hover taxi when slow forward movement is desired or when it may be appropriate to move very short distances. Pilots should avoid this procedure if rotor downwash is likely to cause damage to parked aircraft or if blowing dust/snow could obscure visibility. If it is necessary to operate above 25 feet AGL when hover taxiing, the pilot should initiate a request to ATC.
3. Air taxi is the preferred method for helicopter ground movements on airports provided ground operations and conditions permit. Unless otherwise requested or instructed, pilots are expected to remain below 100 feet AGL. However, if a higher than normal airspeed or altitude is desired, the request should be made prior to lift-off. The pilot is solely responsible for selecting a safe airspeed for the altitude/operation being conducted. Use of air taxi enables the pilot to proceed at an optimum airspeed/altitude, minimize downwash effect, conserve fuel, and expedite movement from one point to another. Helicopters should avoid overflight of other aircraft, vehicles, and personnel during air-taxi operations. Caution must be exercised concerning active runways and pilots must be certain that air taxi instructions are understood. Special precautions may be necessary at unfamiliar airports or airports with multiple/intersecting active runways. The taxi procedures given in paragraph 4-3-18, Taxiing, paragraph 4-3-19, Taxi During Low Visibility, and paragraph 4-3-20, Exiting the Runway After Landing, also apply.
REFERENCE-
Pilot/Controller Glossary Term- Taxi.
Pilot/Controller Glossary Term- Hover Taxi.
Pilot/Controller Glossary Term- Air Taxi.
c. Takeoff and Landing Procedures.
1. Helicopter operations may be conducted from a runway, taxiway, portion of a landing strip, or any clear area which could be used as a landing site such as the scene of an accident, a construction site, or the roof of a building. The terms used to describe designated areas from which helicopters operate are: movement area, landing/takeoff area, apron/ramp, heliport and helipad (See Pilot/Controller Glossary). These areas may be improved or unimproved and may be separate from or located on an airport/heliport. ATC will issue takeoff clearances from movement areas other than active runways, or in diverse directions from active runways, with additional instructions as necessary. Whenever possible, takeoff clearance will be issued in lieu of extended hover/air taxi operations. Phraseology will be "CLEARED FOR TAKEOFF FROM (taxiway, helipad, runway number, etc.), MAKE RIGHT/ LEFT TURN FOR (direction, heading, NAVAID radial) DEPARTURE/DEPARTURE ROUTE (number, name, etc.)." Unless requested by the pilot, downwind takeoffs will not be issued if the tailwind exceeds 5 knots.
2. Pilots should be alert to wind information as well as to wind indications in the vicinity of the helicopter. ATC should be advised of the intended method of departing. A pilot request to takeoff in a given direction indicates that the pilot is willing to accept the wind condition and controllers will honor the request if traffic permits. Departure points could be a significant distance from the control tower and it may be difficult or impossible for the controller to determine the helicopter's relative position to the wind.
3. If takeoff is requested from nonmovement areas, the phraseology "PROCEED AS REQUESTED" will be used. Additional instructions will be issued as necessary. The pilot is responsible for operating in a safe manner and should exercise due caution. When other known traffic is not a factor and takeoff is requested from an area not visible from the tower, an area not authorized for helicopter use, an unlighted area at night, or an area not on the airport, the phraseology "DEPARTURE FROM (location) WILL BE AT YOUR OWN RISK (with reason, and additional instructions as necessary)."
4. Similar phraseology is used for helicopter landing operations. Every effort will be made to permit helicopters to proceed direct and land as near as possible to their final destination on the airport. Traffic density, the need for detailed taxiing instructions, frequency congestion, or other factors may affect the extent to which service can be expedited. As with ground movement operations, a high degree of pilot/controller cooperation and communication is necessary to achieve safe and efficient operations.
4-3-18. Taxiing
a. General. Approval must be obtained prior to moving an aircraft or vehicle onto the movement area during the hours an Airport Traffic Control Tower is in operation.
1. Always state your position on the airport when calling the tower for taxi instructions.
2. The movement area is normally described in local bulletins issued by the airport manager or control tower. These bulletins may be found in FSSs, fixed base operators offices, air carrier offices, and operations offices.
3. The control tower also issues bulletins describing areas where they cannot provide ATC service due to nonvisibility or other reasons.
4. A clearance must be obtained prior to taxiing on a runway, taking off, or landing during the hours an Airport Traffic Control Tower is in operation.
5. When ATC clears an aircraft to "taxi to" an assigned takeoff runway, the absence of holding instructions authorizes the aircraft to "cross" all runways which the taxi route intersects except the assigned takeoff runway. It does not include authorization to "taxi onto" or "cross" the assigned takeoff runway at any point. In order to preclude misunderstandings in radio communications, ATC will not use the word "cleared" in conjunction with authorization for aircraft to taxi.
6. In the absence of holding instructions, a clearance to "taxi to" any point other than an assigned takeoff runway is a clearance to cross all runways that intersect the taxi route to that point.
7. Air traffic control will first specify the runway, issue taxi instructions, and then state any required hold short instructions, when authorizing an aircraft to taxi for departure. This does not authorize the aircraft to "enter" or "cross" the assigned departure runway at any point.
NOTE-
Air traffic controllers are required to obtain from the pilot
a readback of all runway hold short instructions.
8. If a pilot is expected to hold short of a runway approach ("APPCH") area or ILS holding position (see FIG 2-3-15, Taxiways Located in Runway Approach Area), ATC will issue instructions.
9. When taxi instructions are received from the controller, pilots should always read back:
(a) The runway assignment.
(b) Any clearance to enter a specific runway.
(c) Any instruction to hold short of a specific runway, or taxi into position and hold.
Controllers are required to request a readback of runway hold short assignment when it is not received from the pilot/vehicle.
b. ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical airport conditions. Therefore, it is important that pilots clearly understand the clearance or instruction. Although an ATC clearance is issued for taxiing purposes, when operating in accordance with the CFRs, it is the responsibility of the pilot to avoid collision with other aircraft. Since "the pilot-in-command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft" the pilot should obtain clarification of any clearance or instruction which is not understood.
REFERENCE-
AIM, General, Paragraph
7-3-1.
1. Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or takeoff clearances unless there is some misunderstanding, at which time the pilot should query the controller until the clearance is understood.
NOTE-
Air traffic controllers are required to obtain from the pilot
a readback of all runway hold short instructions.
2. Pilots operating a single pilot aircraft should monitor only assigned ATC communications after being cleared onto the active runway for departure. Single pilot aircraft should not monitor other than ATC communications until flight from Class B, Class C, or Class D surface area is completed. This same procedure should be practiced from after receipt of the clearance for landing until the landing and taxi activities are complete. Proper effective scanning for other aircraft, surface vehicles, or other objects should be continuously exercised in all cases.
3. If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a request may be made for progressive taxi instructions which include step-by-step routing directions. Progressive instructions may also be issued if the controller deems it necessary due to traffic or field conditions; i.e., construction or closed taxiways.
c. At those airports where the U.S. Government operates the control tower and ATC has authorized noncompliance with the requirement for two-way radio communications while operating within the Class B, Class C, or Class D surface area, or at those airports where the U.S. Government does not operate the control tower and radio communications cannot be established, pilots shall obtain a clearance by visual light signal prior to taxiing on a runway and prior to takeoff and landing.
d. The following phraseologies and procedures are used in radiotelephone communications with aeronautical ground stations.
1. Request for taxi instructions prior to departure. State your aircraft identification, location, type of operation planned (VFR or IFR), and the point of first intended landing.
EXAMPLE-
Aircraft: “Washington ground, Beechcraft One Three One
Five Niner at hangar eight, ready to taxi, I-F-R to
Chicago.”
Tower: “Beechcraft one three one five niner, Washington
ground, runway two seven, taxi via taxiways Charlie and
Delta, hold short of runway three three left.”
Aircraft: “Beechcraft One Three One Five Niner, hold
short of runway three three left.”
2. Receipt of ATC clearance. ARTCC clearances are relayed to pilots by airport traffic controllers in the following manner.
EXAMPLE-
Tower: "Beechcraft One Three One Five Niner, cleared to
the Chicago Midway Airport via Victor Eight, maintain
eight thousand."
Aircraft: "Beechcraft One Three One Five Niner, cleared
to the Chicago Midway Airport via Victor Eight, maintain
eight thousand."
NOTE-
Normally, an ATC IFR clearance is relayed to a pilot by the
ground controller. At busy locations, however, pilots may
be instructed by the ground controller to "contact
clearance delivery" on a frequency designated for this
purpose. No surveillance or control over the movement of
traffic is exercised by this position of operation.
3. Request for taxi instructions after landing. State your aircraft identification, location, and that you request taxi instructions.
EXAMPLE-
Aircraft: "Dulles ground, Beechcraft One Four Two Six
One clearing runway one right on taxiway echo three,
request clearance to Page."
Tower: "Beechcraft One Four Two Six One, Dulles
ground, taxi to Page via taxiways echo three, echo one, and
echo niner."
or
Aircraft: "Orlando ground, Beechcraft One Four Two Six
One clearing runway one eight left at taxiway bravo three,
request clearance to Page."
Tower: "Beechcraft One Four Two Six One, Orlando
ground, hold short of runway one eight right."
Aircraft: "Beechcraft One Four Two Six One, hold short
of runway one eight right."
4-3-19. Taxi During Low Visibility
a. Pilots and aircraft operators should be constantly aware that during certain low visibility conditions the movement of aircraft and vehicles on airports may not be visible to the tower controller. This may prevent visual confirmation of an aircraft's adherence to taxi instructions.
b. Of vital importance is the need for pilots to notify the controller when difficulties are encountered or at the first indication of becoming disoriented. Pilots should proceed with extreme caution when taxiing toward the sun. When vision difficulties are encountered pilots should immediately inform the controller.
c. Advisory Circular 120-57, Surface Movement Guidance and Control System, commonly known as SMGCS (pronounced "SMIGS") requires a low visibility taxi plan for any airport which has takeoff or landing operations in less than 1,200 feet runway visual range (RVR) visibility conditions. These plans, which affect aircrew and vehicle operators, may incorporate additional lighting, markings, and procedures to control airport surface traffic. They will be addressed at two levels; operations less than 1,200 feet RVR to 600 feet RVR and operations less than 600 feet RVR.
NOTE-
Specific lighting systems and surface markings may be
found in paragraph
2-1-9, Taxiway Lights, and
paragraph 2-3-4, Taxiway Markings.
d. When low visibility conditions exist, pilots should focus their entire attention on the safe operation of the aircraft while it is moving. Checklists and nonessential communication should be withheld until the aircraft is stopped and the brakes set.
4-3-20. Exiting the Runway After Landing
The following procedures must be followed after landing and reaching taxi speed.
a. Exit the runway without delay at the first available taxiway or on a taxiway as instructed by ATC. Pilots shall not exit the landing runway onto another runway unless authorized by ATC. At airports with an operating control tower, pilots should not stop or reverse course on the runway without first obtaining ATC approval.
b. Taxi clear of the runway unless otherwise directed by ATC. An aircraft is considered clear of the runway when all parts of the aircraft are past the runway edge and there are no restrictions to its continued movement beyond the runway holding position markings. In the absence of ATC instructions, the pilot is expected to taxi clear of the landing runway by taxiing beyond the runway holding position markings associated with the landing runway, even if that requires the aircraft to protrude into or cross another taxiway or ramp area. Once all parts of the aircraft have crossed the runway holding position markings, the pilot must hold unless further instructions have been issued by ATC.
NOTE-
1. The tower will issue the pilot instructions which will
permit the aircraft to enter another taxiway, runway, or
ramp area when required.
2. Guidance contained in subparagraphs a and b above is considered an integral part of the landing clearance and satisfies the requirement of 14 CFR Section 91.129.
c. Immediately change to ground control frequency when advised by the tower and obtain a taxi clearance.
NOTE-
1. The tower will issue instructions required to resolve any
potential conflictions with other ground traffic prior to
advising the pilot to contact ground control.
2. A clearance from ATC to taxi to the ramp authorizes the aircraft to cross all runways and taxiway intersections. Pilots not familiar with the taxi route should request specific taxi instructions from ATC.
4-3-21. Practice Instrument Approaches
a. Various air traffic incidents have indicated the necessity for adoption of measures to achieve more organized and controlled operations where practice instrument approaches are conducted. Practice instrument approaches are considered to be instrument approaches made by either a VFR aircraft not on an IFR flight plan or an aircraft on an IFR flight plan. To achieve this and thereby enhance air safety, it is Air Traffic's policy to provide for separation of such operations at locations where approach control facilities are located and, as resources permit, at certain other locations served by ARTCCs or parent approach control facilities. Pilot requests to practice instrument approaches may be approved by ATC subject to traffic and workload conditions. Pilots should anticipate that in some instances the controller may find it necessary to deny approval or withdraw previous approval when traffic conditions warrant. It must be clearly understood, however, that even though the controller may be providing separation, pilots on VFR flight plans are required to comply with basic VFR weather minimums (14 CFR Section 91.155). Application of ATC procedures or any action taken by the controller to avoid traffic conflictions does not relieve IFR and VFR pilots of their responsibility to see-and-avoid other traffic while operating in VFR conditions (14 CFR Section 91.113). In addition to the normal IFR separation minimums (which includes visual separation) during VFR conditions, 500 feet vertical separation may be applied between VFR aircraft and between a VFR aircraft and the IFR aircraft. Pilots not on IFR flight plans desiring practice instrument approaches should always state `practice' when making requests to ATC. Controllers will instruct VFR aircraft requesting an instrument approach to maintain VFR. This is to preclude misunderstandings between the pilot and controller as to the status of the aircraft. If pilots wish to proceed in accordance with instrument flight rules, they must specifically request and obtain, an IFR clearance.
b. Before practicing an instrument approach, pilots should inform the approach control facility or the tower of the type of practice approach they desire to make and how they intend to terminate it, i.e., full-stop landing, touch-and-go, or missed or low approach maneuver. This information may be furnished progressively when conducting a series of approaches. Pilots on an IFR flight plan, who have made a series of instrument approaches to full stop landings should inform ATC when they make their final landing. The controller will control flights practicing instrument approaches so as to ensure that they do not disrupt the flow of arriving and departing itinerant IFR or VFR aircraft. The priority afforded itinerant aircraft over practice instrument approaches is not intended to be so rigidly applied that it causes grossly inefficient application of services. A minimum delay to itinerant traffic may be appropriate to allow an aircraft practicing an approach to complete that approach.
NOTE-
A clearance to land means that appropriate separation on
the landing runway will be ensured. A landing clearance
does not relieve the pilot from compliance with any
previously issued restriction.
c. At airports without a tower, pilots wishing to make practice instrument approaches should notify the facility having control jurisdiction of the desired approach as indicated on the approach chart. All approach control facilities and ARTCCs are required to publish a Letter to Airmen depicting those airports where they provide standard separation to both VFR and IFR aircraft conducting practice instrument approaches.
d. The controller will provide approved separation between both VFR and IFR aircraft when authorization is granted to make practice approaches to airports where an approach control facility is located and to certain other airports served by approach control or an ARTCC. Controller responsibility for separation of VFR aircraft begins at the point where the approach clearance becomes effective, or when the aircraft enters Class B or Class C airspace, or a TRSA, whichever comes first.
e. VFR aircraft practicing instrument approaches are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. Separation will not be provided unless the missed approach has been approved by ATC.
f. Except in an emergency, aircraft cleared to practice instrument approaches must not deviate from the approved procedure until cleared to do so by the controller.
g. At radar approach control locations when a full approach procedure (procedure turn, etc.,) cannot be approved, pilots should expect to be vectored to a final approach course for a practice instrument approach which is compatible with the general direction of traffic at that airport.
h. When granting approval for a practice instrument approach, the controller will usually ask the pilot to report to the tower prior to or over the final approach fix inbound (nonprecision approaches) or over the outer marker or fix used in lieu of the outer marker inbound (precision approaches).
i. When authorization is granted to conduct practice instrument approaches to an airport with a tower, but where approved standard separation is not provided to aircraft conducting practice instrument approaches, the tower will approve the practice approach, instruct the aircraft to maintain VFR and issue traffic information, as required.
j. When an aircraft notifies a FSS providing Local Airport Advisory to the airport concerned of the intent to conduct a practice instrument approach and whether or not separation is to be provided, the pilot will be instructed to contact the appropriate facility on a specified frequency prior to initiating the approach. At airports where separation is not provided, the FSS will acknowledge the message and issue known traffic information but will neither approve or disapprove the approach.
k. Pilots conducting practice instrument approaches should be particularly alert for other aircraft operating in the local traffic pattern or in proximity to the airport.
4-3-22. Option Approach
The "Cleared for the Option" procedure will permit an instructor, flight examiner or pilot the option to make a touch-and-go, low approach, missed approach, stop-and-go, or full stop landing. This procedure can be very beneficial in a training situation in that neither the student pilot nor examinee would know what maneuver would be accomplished. The pilot should make a request for this procedure passing the final approach fix inbound on an instrument approach or entering downwind for a VFR traffic pattern. The advantages of this procedure as a training aid are that it enables an instructor or examiner to obtain the reaction of a trainee or examinee under changing conditions, the pilot would not have to discontinue an approach in the middle of the procedure due to student error or pilot proficiency requirements, and finally it allows more flexibility and economy in training programs. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval.
4-3-23. Use of Aircraft Lights
a. Aircraft position lights are required to be lighted on aircraft operated on the surface and in flight from sunset to sunrise. In addition, aircraft equipped with an anti-collision light system are required to operate that light system during all types of operations (day and night). However, during any adverse meteorological conditions, the pilot-in-command may determine that the anti-collision lights should be turned off when their light output would constitute a hazard to safety (14 CFR Section 91.209). Supplementary strobe lights should be turned off on the ground when they adversely affect ground personnel or other pilots, and in flight when there are adverse reflection from clouds.
b. An aircraft anti-collision light system can use one or more rotating beacons and/or strobe lights, be colored either red or white, and have different (higher than minimum) intensities when compared to other aircraft. Many aircraft have both a rotating beacon and a strobe light system.
c. The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see-and-avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights and some pilots may not have their lights turned on. Aircraft manufacturer's recommendations for operation of landing lights and electrical systems should be observed.
d. Prop and jet blast forces generated by large aircraft have overturned or damaged several smaller aircraft taxiing behind them. To avoid similar results, and in the interest of preventing upsets and injuries to ground personnel from such forces, the FAA recommends that air carriers and commercial operators turn on their rotating beacons anytime their aircraft engines are in operation. General aviation pilots using rotating beacon equipped aircraft are also encouraged to participate in this program which is designed to alert others to the potential hazard. Since this is a voluntary program, exercise caution and do not rely solely on the rotating beacon as an indication that aircraft engines are in operation.
e. At the discretion of the pilot-in-command turn on all external illumination, including landing lights, when taxiing on, across, or holding in position on any runway. This increases the conspicuity of the aircraft to controllers and other pilots approaching to land, taxiing, or crossing the runway. Pilots should comply with any equipment operating limitations and consider the effects of landing and strobe lights on other aircraft in their vicinity. When cleared for takeoff pilots should turn on any remaining exterior lights.
4-3-24. Flight Inspection/`Flight Check' Aircraft in Terminal Areas
a. Flight check is a call sign used to alert pilots and air traffic controllers when a FAA aircraft is engaged in flight inspection/certification of NAVAIDs and flight procedures. Flight check aircraft fly preplanned high/low altitude flight patterns such as grids, orbits, DME arcs, and tracks, including low passes along the full length of the runway to verify NAVAID performance. In most instances, these flight checks are being automatically recorded and/or flown in an automated mode.
b. Pilots should be especially watchful and avoid the flight paths of any aircraft using the call sign "Flight Check" or "Flight Check Recorded." The latter call sign; e.g., "Flight Check 47 Recorded" indicates that automated flight inspections are in progress in terminal areas. These flights will normally receive special handling from ATC. Pilot patience and cooperation in allowing uninterrupted recordings can significantly help expedite flight inspections, minimize costly, repetitive runs, and reduce the burden on the U.S. taxpayer.
4-3-25. Hand Signals
4-3-26. Operations at Uncontrolled Airports With Automated Surface Observing System (ASOS)/Automated Weather Observing System (AWOS)
a. Many airports throughout the National Airspace System are equipped with either ASOS or AWOS. At most airports with an operating control tower or human observer, the weather will be available to you in an Aviation Routine Weather Report (METAR) hourly or special observation format on the Automatic Terminal Information Service (ATIS) or directly transmitted from the controller/observer.
b. At uncontrolled airports that are equipped with ASOS/AWOS with ground-to-air broadcast capability, the one-minute updated airport weather should be available to you within approximately 25 NM of the airport below 10,000 feet. The frequency for the weather broadcast will be published on sectional charts and in the Airport/Facility Directory. Some part-time towered airports may also broadcast the automated weather on their ATIS frequency during the hours that the tower is closed.
c. Controllers issue SVFR or IFR clearances based on pilot request, known traffic and reported weather, i.e., METAR/Nonroutine (Special) Aviation Weather Report (SPECI) observations, when they are available. Pilots have access to more current weather at uncontrolled ASOS/AWOS airports than do the controllers who may be located several miles away. Controllers will rely on the pilot to determine the current airport weather from the ASOS/AWOS. All aircraft arriving or departing an ASOS/AWOS equipped uncontrolled airport should monitor the airport weather frequency to ascertain the status of the airspace. Pilots in Class E airspace must be alert for changing weather conditions which may effect the status of the airspace from IFR/VFR. If ATC service is required for IFR/SVFR approach/departure or requested for VFR service, the pilot should advise the controller that he/she has received the one-minute weather and state his/her intentions.
EXAMPLE-
"I have the (airport) one-minute weather, request an ILS
Runway 14 approach."
REFERENCE-
AIM, Weather Observing Programs, Paragraph
7-1-12.
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