1.

Primary Radar Approach

Primary radar equipment used to determine the position of an aircraft during

final approach. It provides both vertical and lateral guidance, as well as range, much
like an ILS. However it is not able to provide visual approach indications in the flight
deck. This requires the flight crew to listen and comply with controller instructions.
PAR approaches are rare, with most of the approaches used in a military setting; any
opportunity to practice this type of approach is beneficial to any flight crew.

Also, it is a tracking system that provides a ground control approach (GCA) airtraffic controller with a precise display of an aircraft's position relative to a runway
final-approach course. To ensure absolute safety, precise information is displayed on
a plan position indicator (PPI). This display provides the controller with aircraft
position information for control of heading and rate of descent. To accomplish this
and maintain the required precision for a final-approach aid, the display shows the
aircraft position in relation to range, azimuth, and elevation. The information
presented on the precision approach radar display allows an air-traffic controller to
direct a pilot down along a runway approach course to a precision landing. Precision
radar approaches are accomplished in most weather conditions.

Two antennas are used in the PAR array, one scanning a vertical plane, and the
other scanning horizontally. Since the range is limited to 10 miles, azimuth to 20
degrees, and elevation to 7 degrees, only the final approach area is covered. Each
scope is divided into two parts. The upper half presents altitude and distance
information, and the lower half presents azimuth and distance. The final approach
course of a PAR approach is normally aligned with the runway centerline, and the
associated glideslope is typically no less than 2.5 and no more than 3. Obstacle

clearance for the final approach area is based on the particular established glideslope
angle.

Illustration of PAR final approach Criteria

Examples of PAR
MPN1: The first PAR known as MPN1 was developed by the Bendix Corporation of the
US and used operationally in January 1945 in France. It was called ground control
approach (GCA) which is the original air traffic control technique to use radar for
landing. The first PAR used in Britain was CPN4/MPN11 which was acquired from
the US under the lend/lease arrangement by the Royal Air Force and later on
transferred to the Royal Navy (RN). The first GCA operators were pilots till ground
controllers were trained. The radar picked up the aircraft along with the weather
clutter which had to be suppressed. The precision beams were also very narrow thus
it was necessary to servo the antennas so that they remained pointed towards the
aircraft. Later on the PARs acquired sophisticated clutter suppression technology and
auto-tracking.

Procedures for Precision Approach Radar

Precision Approach Radar is one in which a controller provides highly accurate
navigational guidance in azimuth and elevation to a pilot. Pilots are given headings to
fly, to direct them to, and keep their aircraft aligned with the extended centerline of
the landing runway. They are told to anticipate glidepath interception approximately
10 to 30 seconds before it occurs and when to start descent. The published Decision
Height will be given only if the pilot requests it. If the aircraft is observed to deviate
above or below the glidepath, the pilot is given the relative amount of deviation by use
of terms slightly or well and is expected to adjust the aircrafts rate of
descent/ascent to return to the glidepath. Trend information is also issued with
respect to the elevation of the aircraft and may be modified by the terms rapidly and
slowly; e.g., well above glidepath, coming down rapidly. Range from touchdown is
given at least once each mile. If an aircraft is observed by the controller to proceed
outside of specified safety zone limits in azimuth and/or elevation and continue to
operate outside these prescribed limits, the pilot will be directed to execute a missed
approach or to fly a specified course unless the pilot has the runway environment
(runway, approach lights, etc.) in sight. Navigational guidance in azimuth and
elevation is provided the pilot until the aircraft reaches the published Decision Height
(DH). Advisory course and glidepath information is furnished by the controller until
the aircraft passes over the landing threshold, at which point the pilot is advised of
any deviation from the runway centerline. Radar service is automatically terminated
upon completion of the approach.