Approach Types - Revision history

Niknam3 at 19:32, 21 April 2026

2026-04-21T19:32:27Z

← Older revision		Revision as of 19:32, 21 April 2026
Line 71:		Line 71:
	!Phrase		!Phrase
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation''		\| colspan="2" style="text-align:center;" \|''Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 91:		Line 91:
	\|{CS}, push {BTN / FREQ}		\|{CS}, push {BTN / FREQ}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''From here, normal tower procedures apply (straight-in, overhead break, etc.)''		\| colspan="2" style="text-align:center;" \|''From here, normal tower procedures apply (straight-in, overhead break, etc.)''
	\|}		\|}
	----		----
Line 141:		Line 141:
	!Phrase		!Phrase
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Radar vectors the aircraft to intercept the localizer''		\| colspan="2" style="text-align:center;" \|''Radar vectors the aircraft to intercept the localizer''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 149:		Line 149:
	\|{CS}, heading {Heading}, descend and maintain {Altitude}		\|{CS}, heading {Heading}, descend and maintain {Altitude}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Approaching localizer intercept''		\| colspan="2" style="text-align:center;" \|''Approaching localizer intercept''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
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	\|{CS}, cleared ILS runway {RWY} approach, report established		\|{CS}, cleared ILS runway {RWY} approach, report established
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''		\| colspan="2" style="text-align:center;" \|''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 165:		Line 165:
	\|{CS}, push {FREQ}		\|{CS}, push {FREQ}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Tower''		\| colspan="2" style="text-align:center;" \|''Tower''
	\|-		\|-
	\|Flight Lead		\|Flight Lead
Line 223:		Line 223:
	!Phrase		!Phrase
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure''		\| colspan="2" style="text-align:center;" \|''Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 231:		Line 231:
	\|{CS}, heading {Heading}, descend and maintain {Altitude}		\|{CS}, heading {Heading}, descend and maintain {Altitude}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Approaching the final approach course''		\| colspan="2" style="text-align:center;" \|''Approaching the final approach course''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 239:		Line 239:
	\|{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach		\|{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.''		\| colspan="2" style="text-align:center;" \|''Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.''
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
Line 247:		Line 247:
	\|{CS}, push {FREQ}		\|{CS}, push {FREQ}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Tower''		\| colspan="2" style="text-align:center;" \|''Tower''
	\|-		\|-
	\|Flight Lead		\|Flight Lead
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	!Phrase		!Phrase
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|'''Pattern Controller'''		\| colspan="2" style="text-align:center;" \|'''Pattern Controller'''
	\|-		\|-
	\|Pattern Controller		\|Pattern Controller
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	\|{CS}, roger		\|{CS}, roger
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions''		\| colspan="2" style="text-align:center;" \|''Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions''
	\|-		\|-
	\|Pattern Controller		\|Pattern Controller
Line 345:		Line 345:
	\|{CS}, push {FREQ}		\|{CS}, push {FREQ}
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|'''Final Controller'''		\| colspan="2" style="text-align:center;" \|'''Final Controller'''
	\|-		\|-
	\|Final Controller		\|Final Controller
Line 356:		Line 356:
	\|{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.		\|{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Approaching glidepath intercept''		\| colspan="2" style="text-align:center;" \|''Approaching glidepath intercept''
	\|-		\|-
	\|Final Controller		\|Final Controller
	\|Approaching glidepath. Begin descent.		\|Approaching glidepath. Begin descent.
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold''		\| colspan="2" style="text-align:center;" \|''Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold''
	\|-		\|-
	\|Final Controller		\|Final Controller
	\|At decision height.		\|At decision height.
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \|''If runway in sight, pilot lands. If not:''		\| colspan="2" style="text-align:center;" \|''If runway in sight, pilot lands. If not:''
	\|-		\|-
	\|Flight Lead		\|Flight Lead
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	\| Flight Lead \|\| {CS}, wilco		\| Flight Lead \|\| {CS}, wilco
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \| ''Once over the initial''		\| colspan="2" style="text-align:center;" \| ''Once over the initial''
	\|-		\|-
	\| Flight Lead \|\| {CS} initial		\| Flight Lead \|\| {CS} initial
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	\| LTAG-TWR \|\| {CS} {Left / Right} hand break, wind {Winds}, altimeter {Altimeter}, report on the break		\| LTAG-TWR \|\| {CS} {Left / Right} hand break, wind {Winds}, altimeter {Altimeter}, report on the break
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \| ''Assuming number 4 breaks first''		\| colspan="2" style="text-align:center;" \| ''Assuming number 4 breaks first''
	\|-		\|-
	\| Flight Number 4 \|\| {CS} 4, on the break		\| Flight Number 4 \|\| {CS} 4, on the break
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \| ''Repeated for each flight member at their interval''		\| colspan="2" style="text-align:center;" \| ''Repeated for each flight member at their interval''
	\|-		\|-
	\| colspan="2" style="text-align:center~~; background:#ddd~~;" \| ''After the break turn, once configured for landing''		\| colspan="2" style="text-align:center;" \| ''After the break turn, once configured for landing''
	\|-		\|-
	\| LTAG-TWR \|\| {CS}, check gear down, wind {Winds}, runway {RWY}, cleared to land		\| LTAG-TWR \|\| {CS}, check gear down, wind {Winds}, runway {RWY}, cleared to land

Niknam3: /* Communication Flow */

2026-04-04T15:36:46Z

Communication Flow

← Older revision		Revision as of 15:36, 4 April 2026
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	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
	\|{CS}, {~~Distance} miles from {Fix}, turn {Left / Right} heading {Heading~~}~~, maintain {Altitude} until established on the localizer~~, cleared ILS runway {RWY} ~~approach~~		\|{CS}, {Instructions}, cleared ILS approach runway {RWY}, report established
	\|-		\|-
	\|Flight Lead		\|Flight Lead
	\|{CS}~~, heading {Heading}, maintain {Altitude} until established~~, cleared ILS runway {RWY} approach		\|{CS}, cleared ILS runway {RWY} approach, report established
	\|-		\|-
	\| colspan="2" style="text-align:center; background:#ddd;" \|''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''		\| colspan="2" style="text-align:center; background:#ddd;" \|''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''

Niknam3 at 13:59, 22 March 2026

2026-03-22T13:59:36Z

@@ Line 375: / Line 375: @@
 |}
 ----
 == Approach Comparison & Decision Guide ==

Niknam3: /* Communication Flow */

2026-03-22T13:46:28Z

Communication Flow

← Older revision		Revision as of 13:46, 22 March 2026
Line 43:		Line 43:

	=== What It Is ===		=== What It Is ===
	A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is '''not''' a standard instrument approach procedure — there is no published course, no glideslope~~, and '''no missed approach segment'''~~. The pilot navigates to the runway by looking outside.		A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is '''not''' a standard instrument approach procedure — there is no published course and no glideslope. The pilot navigates to the runway by looking outside.

	A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.		A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.
Line 60:		Line 60:

	=== What Happens If You Cannot Land? ===		=== What Happens If You Cannot Land? ===
	Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should:		Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should, unless instructed otherwise:

	# Maintain visual conditions and climb to a safe altitude		# Maintain visual conditions and climb to a safe altitude
Line 80:		Line 80:
	\|-		\|-
	\|LTAA-Radar		\|LTAA-Radar
	\|{CS}, cleared visual approach runway {RWY}, ~~contact Tower~~ {~~FREQ / BTN~~}		\|{CS}, cleared visual approach runway {RWY}, {possible missed approach instructions}
	\|-		\|-
	\|Flight Lead		\|Flight Lead
	\|{CS}, cleared visual approach runway {RWY}, push {FREQ / ~~BTN~~}		\|{CS}, cleared visual approach runway {RWY}
			\|-
			\|LTAA-RADAR
			\|{CS}, push {ATC-Station} {BTN / FREQ}
			\|-
			\|Flight Lead
			\|{CS}, push {BTN / FREQ}
	\|-		\|-
	\| colspan="2" style="text-align:center; background:#ddd;" \|''From here, normal tower procedures apply (straight-in, overhead break, etc.)''		\| colspan="2" style="text-align:center; background:#ddd;" \|''From here, normal tower procedures apply (straight-in, overhead break, etc.)''

Niknam3: /* How to Fly It (Pilot Perspective) */

2026-03-22T12:20:28Z

How to Fly It (Pilot Perspective)

← Older revision		Revision as of 12:20, 22 March 2026
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	: If the glideslope component is inoperative, the approach becomes a non-precision ''localizer approach'' with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.		: If the glideslope component is inoperative, the approach becomes a non-precision ''localizer approach'' with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.

	=== How to Fly It ~~(Pilot Perspective)~~ ===		=== How to Fly It ===

	# Tune the ILS frequency and set the published inbound course on the HSI/CDI		# Tune the ILS frequency and set the published inbound course on the HSI/CDI
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	: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.		: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.

	=== How to Fly It ~~(Pilot Perspective)~~ ===		=== How to Fly It ===

	# Tune the TACAN channel and set the published inbound course on the HSI		# Tune the TACAN channel and set the published inbound course on the HSI
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	: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.		: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.

	=== How to Fly It ~~(Pilot Perspective)~~ ===		=== How to Fly It ===

	# ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)		# ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)

Niknam3: Created page with "
SOURCE — Approach Types Guide
Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology
''Information is based on real-world procedures but modified to cater to DCS limitations''
---- ---- == Overview == This page covers the four main approach types a pilot will encounter..."

2026-03-21T17:35:57Z

Created page with "<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Approach Types Guide</div><div style="font-size:0.85em; font-weight:bold;">Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology</div><div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div> ---- ---- == Overview == This page covers the four main approach types a pilot will encounter..."

New page

<div style="font-size:1.1em; color:#660000; font-weight:bold;">SOURCE — Approach Types Guide</div><div style="font-size:0.85em; font-weight:bold;">Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology</div><div style="font-size:0.8em; color:#555;">''Information is based on real-world procedures but modified to cater to DCS limitations''</div>
----
----

== Overview ==
This page covers the four main approach types a pilot will encounter in our operations. Each section explains what the approach is, when to use it, what equipment is involved, and the communication flow between pilot and ATC.

As a general rule: the worse the weather, the more precise the approach type must be. A visual approach requires the best conditions, while a PAR can guide you down in near-zero visibility.
{| class="wikitable" style="width:100%;"
!Approach Type
!Precision
!Guidance Source
!Weather Requirement
!Pilot Workload
|-
|'''Visual'''
|None (VFR reference)
|Pilot's eyes
|VMC — airport or preceding traffic must be in sight
|Low
|-
|'''ILS'''
|Precision (azimuth + glideslope)
|Ground-based localizer + glideslope transmitter
|Can be flown in IMC down to published minimums
|Medium
|-
|'''TACAN'''
|Non-precision (azimuth + distance, no glideslope)
|TACAN ground station
|Can be flown in IMC down to published minimums
|Medium–High
|-
|'''PAR (GCA)'''
|Precision (azimuth + glideslope via controller)
|Ground-based radar, controller talks you down
|Can be flown in IMC down to published minimums
|Low (controller does the work)
|}
----

== Visual Approach ==

=== What It Is ===
A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is '''not''' a standard instrument approach procedure — there is no published course, no glideslope, and '''no missed approach segment'''. The pilot navigates to the runway by looking outside.

A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.

=== When to Use It ===

* VMC conditions must exist — the pilot must be able to see the airport or the preceding aircraft
* It is the most common approach type in good weather as it reduces workload for both pilots and controllers
* In our operations, the visual approach is typically used in conjunction with the overhead break pattern for recovery

=== Requirements ===

* The pilot must have the airport or the preceding aircraft in sight and report this to ATC
* The pilot must be able to remain clear of clouds throughout the approach
* Weather at the airport must support visual conditions

=== What Happens If You Cannot Land? ===
Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should:

# Maintain visual conditions and climb to a safe altitude
# Contact ATC immediately for further instructions
# ATC will provide new clearance — either re-sequencing for another approach or vectors for an instrument approach

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation''
|-
|LTAA-Radar
|{CS}, report airport in sight
|-
|Flight Lead
|{CS}, airport in sight
|-
|LTAA-Radar
|{CS}, cleared visual approach runway {RWY}, contact Tower {FREQ / BTN}
|-
|Flight Lead
|{CS}, cleared visual approach runway {RWY}, push {FREQ / BTN}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''From here, normal tower procedures apply (straight-in, overhead break, etc.)''
|}
----

== ILS Approach ==

=== What It Is ===
The Instrument Landing System (ILS) is a precision approach that provides both lateral guidance (localizer) and vertical guidance (glideslope) to the runway. It is the most common precision instrument approach in both civil and military aviation.

The system consists of two ground-based components:

* '''Localizer (LOC):''' A transmitter at the far end of the runway that provides lateral (left/right) course guidance aligned with the runway centerline. The signal narrows as you approach the runway, increasing precision.
* '''Glideslope (GS):''' A transmitter beside the runway that provides vertical (up/down) guidance, typically at a 3° descent angle. This tells you whether you are above or below the ideal descent path.

The pilot tunes the ILS frequency on the navigation receiver. The aircraft's instruments then display two needles (or bars): one for lateral deviation from the localizer course, and one for vertical deviation from the glideslope. The pilot's job is to keep both needles centered.

=== When to Use It ===

* Whenever weather is below VMC and an ILS is available for the runway in use
* When ATC assigns or the pilot requests an ILS approach
* It is the preferred precision approach when available, as it requires no ATC radar guidance (unlike PAR)

=== Key Terminology ===

; Decision Height (DH) / Decision Altitude (DA)
: The altitude at which the pilot must decide: if the runway environment (runway, approach lights, etc.) is in sight, continue to land. If not, execute a missed approach. This altitude is published on the approach chart.

; Final Approach Fix (FAF)
: The point at which the final approach segment begins — typically where the glideslope is intercepted at the correct altitude.

; Missed Approach Point (MAP)
: For an ILS, this is the Decision Height. If the required visual reference is not established at DH, the pilot must execute the published missed approach procedure.

; Localizer-Only Approach
: If the glideslope component is inoperative, the approach becomes a non-precision ''localizer approach'' with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.

=== How to Fly It (Pilot Perspective) ===

# Tune the ILS frequency and set the published inbound course on the HSI/CDI
# ATC vectors you to intercept the localizer course (typically at a 30° or less intercept angle)
# Intercept the localizer — the lateral needle centers as you align with the runway centerline
# At the published altitude, intercept the glideslope — the vertical needle will begin to center as the glideslope signal descends to your altitude
# Follow both needles down, making small corrections to keep them centered
# At Decision Height: if you see the runway environment, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft to intercept the localizer''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect ILS runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching localizer intercept''
|-
|LTAA-Radar
|{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established on the localizer, cleared ILS runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, maintain {Altitude} until established, cleared ILS runway {RWY} approach
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, ILS runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== TACAN Approach ==

=== What It Is ===
A TACAN (Tactical Air Navigation) approach is a non-precision instrument approach that uses the bearing and distance information from a TACAN ground station to guide the aircraft to the runway. It is the military equivalent of a VOR/DME approach.

TACAN provides two pieces of information:

* '''Bearing:''' The magnetic bearing ''from'' the station to the aircraft (displayed as a needle on the HSI/BDHI). The pilot uses the published inbound course to fly towards the station and align with the runway.
* '''Distance (DME):''' The slant-range distance in nautical miles from the aircraft to the TACAN station.

Since TACAN does not provide a glideslope, it is classified as a '''non-precision approach'''. The pilot descends in a series of steps to a Minimum Descent Altitude (MDA) and must acquire the runway visually before landing. There is no electronic vertical guidance.

=== When to Use It ===

* When no ILS is available for the runway in use
* When the aircraft is equipped with TACAN but not ILS (e.g., some older military aircraft)
* When ATC assigns or the pilot requests a TACAN approach
* TACAN is particularly common at military airfields that do not have ILS installations

=== Key Terminology ===

; Minimum Descent Altitude (MDA)
: The lowest altitude to which the pilot may descend without having the runway environment in sight. Unlike the DH on an ILS, the pilot ''levels off'' at MDA and flies until reaching the Missed Approach Point.

; Missed Approach Point (MAP)
: Typically defined by a DME distance from the TACAN station. If the runway is not in sight at the MAP, the pilot executes the published missed approach.

; Step-Down Fix
: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.

=== How to Fly It (Pilot Perspective) ===

# Tune the TACAN channel and set the published inbound course on the HSI
# ATC vectors you towards the final approach course or you navigate to the Initial Approach Fix (IAF) via the published procedure
# Intercept the inbound course and track it using the bearing needle on the HSI
# At the Final Approach Fix (identified by a published DME distance), begin descent to the MDA
# If step-down fixes are published, descend to each subsequent altitude as you pass the corresponding DME
# At MDA, level off and continue inbound. Look for the runway environment.
# At the MAP (published DME distance): if the runway is in sight, continue to land. If not, execute the missed approach.

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure''
|-
|LTAA-Radar
|{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, descend and maintain {Altitude}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching the final approach course''
|-
|LTAA-Radar
|{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
|Flight Lead
|{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.''
|-
|LTAA-Radar
|{CS}, contact Tower {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Tower''
|-
|Flight Lead
|Incirlik Tower, {CS}, TACAN runway {RWY}
|-
|LTAG-TWR
|{CS}, wind {Winds}, runway {RWY}, cleared to land
|-
|Flight Lead
|{CS}, cleared to land runway {RWY}
|}
----

== PAR Approach (GCA) ==

=== What It Is ===
A Precision Approach Radar (PAR) approach — commonly called a GCA (Ground Controlled Approach) — is a precision radar approach where a controller on the ground ''talks the pilot down'' to the runway using azimuth (left/right) and elevation (above/below glidepath) information read from a precision radar scope. The pilot does not need to tune any navigation equipment — the controller provides all guidance.

PAR is unique among approach types because the workload shifts almost entirely to the controller. The pilot's primary job is to fly accurate headings and listen. This makes PAR especially valuable in emergencies, when the pilot may be task-saturated, when navigation equipment is degraded, or for aircraft that lack precision approach instruments.

The PAR system provides:

* '''Azimuth:''' Left/right position relative to the extended runway centerline
* '''Elevation:''' Above/below position relative to the ideal glidepath (typically 2.5°–3°)
* '''Distance from touchdown:''' Reported to the pilot at each mile on final

=== When to Use It ===

* In low-visibility conditions when a precision approach is needed
* When the aircraft's navigation equipment is degraded or inoperative
* In emergency situations where reduced pilot workload is beneficial
* When ATC offers or assigns a PAR/GCA approach
* A PAR approach may be offered to any aircraft upon request, regardless of weather conditions

=== Key Terminology ===

; Final Controller
: The controller who provides azimuth and glidepath guidance on final approach. The pilot is typically handed off from the pattern/approach controller to the final controller.

; Decision Height (DH)
: Same concept as on an ILS — the altitude at which the pilot must have the runway environment in sight to continue. Glidepath information below DH is advisory only.

; "Do Not Acknowledge Further Transmissions"
: After initial contact with the final controller, the pilot is instructed to stop acknowledging radio calls. This keeps the frequency clear for the controller's continuous guidance — transmissions occur approximately every 5 seconds on final.

; No-Gyro Approach
: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.

=== How to Fly It (Pilot Perspective) ===

# ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)
# The pattern controller vectors you to the final approach course using headings and altitude instructions
# You are handed off to the '''final controller''' and complete a radio check
# The final controller instructs you to '''not acknowledge further transmissions'''
# The controller calls "approaching glidepath" and then "begin descent" — begin your descent at this point
# From here, the controller provides continuous updates approximately every 5 seconds:
#* Course position: "on course," "slightly left/right of course," "well left/right of course"
#* Glidepath position: "on glidepath," "slightly above/below glidepath," "well above/below glidepath"
#* Heading corrections: "fly heading {XXX}"
#* Distance from touchdown: called at each mile
# At Decision Height, the controller calls "at decision height" — look for the runway environment
# If the runway is in sight, continue to land. If not, execute the missed approach.
# After landing, the controller hands you back to the appropriate ground frequency

=== What to Expect From the Controller ===
A PAR final approach sounds distinctive on the radio. The controller speaks almost continuously in a calm, steady rhythm. Example:

''"On glidepath, on course. Four miles from touchdown. Fly heading two six eight. Slightly above glidepath, correcting. On course. Three miles from touchdown. On glidepath. Slightly right of course, fly heading two six five. Two miles from touchdown. On glidepath, on course. Approaching decision height. At decision height."''

The pilot's job is simply to comply with each heading instruction and maintain a stable descent rate. Do not acknowledge these transmissions unless you need to communicate something urgent (e.g., executing a missed approach).

=== Communication Flow ===
{| class="wikitable" style="width:100%;"
! style="width:25%;" |Station
!Phrase
|-
| colspan="2" style="text-align:center; background:#ddd;" |'''Pattern Controller'''
|-
|Pattern Controller
|{CS}, this will be a PAR approach to runway {RWY}. Missed approach procedure is {Procedure}. Altimeter {A}.
|-
|Flight Lead
|{CS}, roger
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions''
|-
|Pattern Controller
|{CS}, perform landing check
|-
|Flight Lead
|{CS}
|-
|Pattern Controller
|{CS}, contact {Facility} final controller {FREQ}
|-
|Flight Lead
|{CS}, push {FREQ}
|-
| colspan="2" style="text-align:center; background:#ddd;" |'''Final Controller'''
|-
|Final Controller
|{CS}, {Facility} final controller, how do you hear me?
|-
|Flight Lead
|{CS}, loud and clear
|-
|Final Controller
|{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Approaching glidepath intercept''
|-
|Final Controller
|Approaching glidepath. Begin descent.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold''
|-
|Final Controller
|At decision height.
|-
| colspan="2" style="text-align:center; background:#ddd;" |''If runway in sight, pilot lands. If not:''
|-
|Flight Lead
|{CS}, missed approach
|-
|Final Controller
|{CS}, climb and maintain {Altitude}, fly heading {Heading}, contact {next ATC-station} {FREQ}
|}
----

== Approach Comparison & Decision Guide ==

=== Choosing the Right Approach ===
{| class="wikitable" style="width:100%;"
!Situation
!Recommended Approach
|-
|VMC, airport in sight, no weather issues
|Visual Approach
|-
|IMC or marginal weather, ILS available
|ILS Approach
|-
|IMC, no ILS available, TACAN available
|TACAN Approach
|-
|IMC, navigation equipment degraded or emergency
|PAR (GCA) — request from ATC
|-
|Formation recovery in VMC
|Visual Approach (typically overhead break)
|-
|Pilot unfamiliar with area in IMC
|PAR (GCA) if available — lowest pilot workload
|}

=== Precision vs. Non-Precision ===
The fundamental difference: a '''precision approach''' (ILS, PAR) provides both lateral and vertical guidance, allowing descent to a '''Decision Height'''. A '''non-precision approach''' (TACAN, VOR) provides lateral guidance only — the pilot descends to a '''Minimum Descent Altitude''' and levels off until the runway is in sight or the missed approach point is reached.

Because precision approaches provide vertical guidance, they generally have lower weather minimums — meaning they allow landing in worse conditions.

=== Missed Approach ===
Every instrument approach (ILS, TACAN, PAR) has a published missed approach procedure. If the pilot does not have the required visual reference at DH or MAP, they '''must''' execute the missed approach. The general flow is:

# Apply takeoff power and initiate a climb
# Follow the published missed approach procedure (heading, altitude, fix)
# Contact ATC for further instructions — re-sequencing, holding, or divert

'''Visual approaches have no published missed approach.''' If a go-around is necessary, maintain visual conditions, climb, and contact ATC immediately.
----

== Glossary Additions ==

; DA / DH
: Decision Altitude / Decision Height — the altitude on a precision approach at which the pilot must decide whether to land or go around. DA is referenced to mean sea level; DH is referenced to the runway threshold elevation.

; GCA
: Ground Controlled Approach — a radar-guided approach where the controller provides azimuth and glidepath guidance to the pilot. Encompasses both PAR (precision) and ASR/surveillance (non-precision) approaches.

; ILS
: Instrument Landing System — a precision approach system providing lateral (localizer) and vertical (glideslope) guidance to a runway.

; LOC
: Localizer — the lateral guidance component of an ILS, providing left/right course alignment with the runway centerline.

; MDA
: Minimum Descent Altitude — the lowest altitude on a non-precision approach to which the pilot may descend without the runway in sight. The pilot levels off at MDA and continues to the MAP.

; PAR
: Precision Approach Radar — a ground-based radar that provides azimuth and glidepath information to a controller, who then relays it to the pilot for a precision approach.

; TACAN
: Tactical Air Navigation — a military navigation system that provides bearing and DME distance information. Used for en-route navigation, non-precision approaches, and air-to-air ranging.