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143 ms- §4-3-3AIM — FAA OPERATIONAL GUIDANCE
4-3-3 — Traffic Patterns
a. It is recommended that aircraft enter the airport traffic pattern at one of the following altitudes listed below. These altitudes should be maintained unless another traffic pattern altitude is published in the Chart Supplement or unless
- §4-3-4AIM — FAA OPERATIONAL GUIDANCE
4-3-4 — Visual Indicators at Airports Without an Operating Control Tower
a. At those airports without an operating control tower, a segmented circle visual indicator system, if installed, is designed to provide traffic pattern information. REFERENCE- AIM, Para 4-1-9, Traffic Advisory Practices at Airports With
- §4-3-5AIM — FAA OPERATIONAL GUIDANCE
4-3-5 — Unexpected Maneuvers in the Airport Traffic Pattern
There have been several incidents in the vicinity of controlled airports that were caused primarily by aircraft executing unexpected maneuvers. ATC service is based upon observed or known traffic and airport conditions. Controllers establis
- §4-3-6AIM — FAA OPERATIONAL GUIDANCE
4-3-6 — Use of Runways/Declared Distances
a. Runways are identified by numbers that indicate the nearest 10-degree increment of the azimuth of the runway centerline. For example, where the magnetic azimuth is 183 degrees, the runway designation would be 18; for a magnetic azimuth o
- §4-3-7AIM — FAA OPERATIONAL GUIDANCE
4-3-7 — Low Level Wind Shear/Microburst Detection Systems
Low Level Wind Shear Alert System (LLWAS), Terminal Doppler Weather Radar (TDWR), Weather Systems Processor (WSP), and Integrated Terminal Weather System (ITWS) display information on hazardous wind shear and microburst activity in the vici
- §4-3-8AIM — FAA OPERATIONAL GUIDANCE
4-3-8 — Braking Action Reports and Advisories
a. When available, ATC furnishes pilots the quality of braking action received from pilots. The quality of braking action is described by the terms “good,” “good to medium,” “medium,” “medium to poor,” “poor,” and “nil.” When pilots report
- §4-3-9AIM — FAA OPERATIONAL GUIDANCE
4-3-9 — Runway Condition Reports
a. Aircraft braking coefficient is dependent upon the surface friction between the tires on the aircraft wheels and the pavement surface. Less friction means less aircraft braking coefficient and less aircraft braking response. b. Runway co
- §4-3-10AIM — FAA OPERATIONAL GUIDANCE
4-3-10 — Intersection Takeoffs
a. In order to enhance airport capacities, reduce taxiing distances, minimize departure delays, and provide for more efficient movement of air traffic, controllers may initiate intersection takeoffs as well as approve them when the pilot re
- §4-3-11AIM — FAA OPERATIONAL GUIDANCE
4-3-11 — Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)
a. LAHSO is an acronym for “Land and Hold Short Operations.” These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway
- §4-3-12AIM — FAA OPERATIONAL GUIDANCE
4-3-12 — Low Approach
a. A low approach (sometimes referred to as a low pass) is the go-around maneuver following an approach. Instead of landing or making a touch-and-go, a pilot may wish to go around (low approach) in order to expedite a particular operation (
- §4-3-13AIM — FAA OPERATIONAL GUIDANCE
4-3-13 — Traffic Control Light Signals
a. The following procedures are used by ATCTs in the control of aircraft, ground vehicles, equipment, and personnel not equipped with radio. These same procedures will be used to control aircraft, ground vehicles, equipment, and personnel e
- §4-3-14AIM — FAA OPERATIONAL GUIDANCE
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 other
- §4-3-15AIM — FAA OPERATIONAL GUIDANCE
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 m
- §4-3-16AIM — FAA OPERATIONAL GUIDANCE
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.
- §4-3-17AIM — FAA OPERATIONAL GUIDANCE
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 fr
- §4-3-18AIM — FAA OPERATIONAL GUIDANCE
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
- §4-3-19AIM — FAA OPERATIONAL GUIDANCE
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
- §4-3-20AIM — FAA OPERATIONAL GUIDANCE
4-3-20 — Standard Taxi Routes
a. Standard Taxi Routes (STRs) provide a standard, predictable taxi route from an origination point to a termination point on the airport movement area. The use of STRs helps reduce frequency congestion and streamline taxi procedures. STRs
- §4-3-21AIM — FAA OPERATIONAL GUIDANCE
4-3-21 — 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 must not exit the landing runway onto another run
- §4-3-22AIM — FAA OPERATIONAL GUIDANCE
4-3-22 — 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