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<br /> i ( AIRPORT OPERATIONS Para-228. ,
<br /> Left-Hand 224. UNEXPECTED MANEUVERS IN THE AIRPORT TOTE— It is not necessary_for a controller Ao_specifically in- '
<br /> TRAFFIC PATTERN quire if the pilot will use a specific runway or to offer him a choice
<br /> of runways. If a pilot prefers to use a different runway than that _
<br /> lff� specified or the one most nearly aligned with the wind, he is ex-
<br /> iosite) There have been several incidents in the vicinity of con- peck to inform ATC accordingly.
<br /> trolled airports that were caused primarily by aircraft exe- (2) At airports where a runway use program is estab- `"''
<br /> , .
<br /> I ruling unexpected maneuvers. ATC service is •based upon lished, ATC will assign runways deemed to have the least :
<br /> observed or known traffic and airport conditions. Control- noise impact. If in the interest of safety a runway different t._
<br /> tt
<br /> lets establish the sequence of arriving and departing air- than that specified is preferred, the pilot is expected to u -
<br /> craft by requiring them to adjust flight as necessary to advise ATC accordingly. ATC will honor such requests and
<br /> achieve proper spacing. These adjustments can only be advise pilots when the requested runway is noise sensitive.
<br /> fbased on observed traffic,accurate pilot reports,and antici- When use of a runway other than the one assigned is re-
<br /> paled aircraft maneuvers. Pilots are expected to cooperate quested, pilot cooperation is encouraged to preclude disrup-
<br /> DING 1 so as to preclude disruption of traffic flow or creation of tion of traffic flows or creation of conflicting patterns.
<br /> CTION conflicting patterns.The pilot in command of an aircraft is
<br />,ATOR directly responsible for and is the final authority as to the 227. LOW LEVEL WIND SHEAR ALERT SYSTEM
<br /> operation of his aircraft. On occasion it may be necessary
<br /> TTERN (LLWAS)
<br /> fora pilot to maneuver his aircraft to maintain spacing
<br />' with the traffic he has been sequenced to follow. The con-
<br /> troller can anticipate minor maneuvering such as shallow a. This computerized system detects the presence of a
<br /> IE s '5" turns. The controller cannot, however, anticipate a possible hazardous low-level wind shear by continuously lilt
<br /> major maneuver such as a 360 degree turn. If a pilot comparing the winds measured by sensors installed around
<br /> makes a 360 degree turn after he has obtained a landing the periphery of an airport with the wind measured at the v1 nt
<br /> rd Left-Hand - I sequence,the result is usually a gap in the landing interval centerfield location. If the difference between the center-
<br />} ;> and more importantly it causes a chain reaction which field wind sensor and a peripheral wind sensor becomes ex-
<br /> may result in a conflict with following traffic and interr cessive, a thunderstorm or thunderstorm gust front wind
<br /> Lion of the sequence established by the tower or approach
<br /> controller. Should a pilot decide he needs to make maneu- shear is probable. When this condition exists, the tower
<br /> poring turns to maintain spacing behind a preceding air- controller will provide arrival and departure aircraft with
<br /> i an advisory of the situation which includes the centerfield ;
<br /> I craft. he should always advise the controller if at all possi-
<br /> ble. Except when requested by the controller or in enter- wind plus the remote site location and wind. K
<br /> gency situations, a 360 degree turn should never be execut- b. Since the sensors are not all associated with specific
<br /> r ed in the traffic pattern or when receiving radar service runways, descriptions of the remote sites will be based on
<br /> i without first advising the controller. an eight point compass system. e.
<br /> l '''
<br /> 225. RESERVED EXAMPLE:
<br /> DELTA ONE TWENTY FOUR CENTERFIELD WIND
<br /> TWO SEVEN ZERO AT ONE ZERO.SOUTH BOUND- -�7
<br /> ARY WIND ONE FOUR ZERO AT THREE ZERO.
<br /> 226. USE OF RUNWAYS
<br /> C. An airport equipped with the Low Level Wind Shear
<br /> I Alert System is so indicated in the Airport/Facility Direc-
<br /> a. Runways are identified by numbers which indicate tory under Weather Data Sources for that particular air- acs
<br /> LANDING the nearest 10-degree increment of the azimuth of the port.
<br /> DIRECTION - runway centerline. For example, where the magnetic azi
<br /> INDICATOR math is 1F;3 degrees, the runway designation would be 18, 228. BRAKING ACTION REPORTS
<br /> IAFFIC for a magnetic azimuth of 87 degrees, the runway designa-
<br /> kTTERN Lion would be 9. For a magnetic azimuth ending in the
<br /> DICATORS number 5, such as 185, the runway designation could be a. ATC furnishes pilots the quality of braking action re
<br /> either 18 or 19. Wind direction issued by the tower is also ceived from pilots or the airport management. The quality €
<br /> CONE magnetic and wind velocity is in knots. of braking action is described by the terms "good," "fair, i•
<br /> b. Airport proprietors are responsible for taking the "poor.' and "nil" or a combination of these terms. Where
<br /> f ki r
<br /> lead in local aviation noise control. Accordingly, they may available from airport management numerical readings
<br /> `{, propose specific noise abatement plans to the FAA. If ap from friction measuring devices, such as Mu-Meter, Saab
<br /> ' proved, these plans are applied in the form of Formal or Friction Tester, Skidometer, and Tapley Meter will be g
<br /> Informal Runway Use Programs (see Glossary) for noise issued at pilot's request.
<br /> abatement purposes. b. Pilots should describe the quality of braking action ci
<br /> (1) At airports where no runway use program is es by using the terms noted above. In describing braking €'
<br /> es-
<br /> tablished, ATC clearances may specify: action for a portion of a runway, pilots should use descrip- itS
<br /> ammence turn tive terms that are easily understood, such as, "braking
<br /> ore end of the (a) the runway most nearly aligned with the wind action poor the first last half of the runway." Reports ref-
<br /> tttitude. when it is 5 knots or more, if
<br /> should b
<br /> erence to local landmarks, buildings, etc., shoue avoid- i
<br /> (b) the "calm wind" runway when wind is less than ed.
<br /> nue straight 5 knots,or
<br />)rid the depart (c) another runway if operationally advantageous. -
<br /> ing pattern '.
<br /> C4—S3-5 t'
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<br /> Dn a track
<br />.tch of the
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<br /> MI penetrate '
<br /> inway.
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