ATC IssuesA place where pilots may enter the 'lions den' that is Air Traffic Control in complete safety and find out the answers to all those obscure topics which you always wanted to know the answer to but were afraid to ask.
Even during my PAR course at Shawbury, we didn't get much written course material, but then I had a civil licence and was just there to undertake an 'approved course' in order to add it to my Approach Radar rating, rather than the full Joint ATC course where PAR is an integral part. What do you need, phraseology?, technique? F'rinstance I'm told there's even differences between RAF and RN procedures (eg RAF give a minimum 2 deg heading change whereas RN give minimum 1 deg). Some autopilot's/FMS' don't like such small heading changes; I often found that giving a 2 deg change, nothing happened, so I'd give another 2 deg, and still nothing happened, but on giving a further 2 deg, suddenly the autopilot, having been given 5 deg or more, would react with all 6 deg and thus would over correct! Discussing this with a bizjet pilot, he said he always recommended a PAR be flown manually with the yaw damper de-selected.
Thanks for the reply Chevron. I guess im looking for any official documentation / training guide that would help in giving realistic procedural training to pilots. For example.. Lost Comm, Missed Approach instructions, proper terminology etc...
Found this link on FAA's website which is of some help...
I was with Chevvron doing the PAR course at RAF Shawbury (we were civilians providing ATC at military test establishments) and I can concur that we had no notes. It would be worth contacting the RAF ATC School at RAF Shawbury,as I guess their own students get training guides.
Your location sounds close to Sangley Point - landed there once in an RAF C130.
For the international perspective take a look at PANS/ATM (Doc 4444) 8.9.6 and 8.9.7 and 220.127.116.11 and 18.104.22.168.
My instructor notes from the days as the GCA instructor at RAAF CFS "C" flight (the predecessor to SATC) have long since turned to dust but most of the phraseology and procedures are much the same as the references above.
Ah, those days of min fuel, limited panel, no hyd and no left turn - how I do not miss them. The days of using the Quad to only train procedures and as the instructor having to manipulate the controls between the legs of the students - some courses were better than others, depending on the mix of students.
Always used to be a giggle flying a PAR with the occasional USAF controller
"You are 4ft above the glide, adjust your rate of descent" "On the glide, 10 ft right of centreline". We knew it was BS but it tickled.
I was occasionally allowed to 'do' PARs by kind controllers when I was Duty Pilot in the tower, CAVOK and by agreement, of course, but it was AMAZINGLY difficult to keep up the patter. Definitely an acquired skill which would put any market trader to shame. I cannot recall the break in transmission time we were allowed as 'receivers' before we went round, but it was not long - 10 seconds?
I used to give PAR approaches several years back, there's no need to get real technical about it if your using the display in the average flight sim, you'll basically give the missed approach and lost com procedures prior to intercepting the G/S.
I'd use 10 degree turns until the aircraft is pretty much on course, then I'd go down to 5 degree turns, just before reaching the profile, advise "approaching glidepath, begin descent".
Phraseology - on glidepath, going below, slightly below glidepath, etc., ASR's and no gyros can also be done for practice.