YOD controllers LOVE to give PAR approaches to anyone and everyone. If you ever want to try some, call the 4 wing TIS building and ask for prior permission and they'll surely give it to you . When we used to medevac into there they'd almost always offer since they need to do so many a month to stay current.
We almost always declined because they take longer than an ILS does. They usually bring you on at 20 miles back since they're used to plane that Vref at 3 +miles a minute. The best time would be on weekends when there isn't much training going on, but if you want a real treat, try to go during maple flag (may?), or the annual airshow (aug?), then you'll get to see some pretty impressive hardware.
CJ
PAR Approach
Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore, I WAS Birddog
I'm quite familiar with PARs. They're very much like ILSs except there's someone doing the thinking (flight directing) for you. Secret to a smooth PAR? Just like ILSs, work out your initial rate of descent and fly a steady AI. If you're in a crew airplane with a lot of yakking to do, try get it done early so the controller doesn't interrupt your verbal checks.
Don't like long finals? Request a specific base leg width and they'll work you in - traffic permitting.
Minimums? You'll be given the minimums and glidepath angle when on downwind. Generally standard precision mins - you can, in an emergency, do a "talkdown to touchdown" just as you could with an ILS. Normally, after DH, the controller will just give information about your position relative to the centreline and glidepath - vice instruction. "Over RADAR touchdown" coincides with glidepath point of interception at the runway. Careful in the States, some DHs are 100 ft.
Lingo? Plain english. Examples:
This will be vectors for PAR approach 12 at Comox, minimums are 277 ft and glidepath on final is set to 3 degrees;
In the event of lost comm continue with... or contact tower...
On final, do not acknowledge further instructions unless requested;
One mile warning to glidepath, gear should be down;
Intercepting glidepath, begin descent now;
Initial descent has you above/below/on glidepath;
On or L/R of centreline, turn R/L XXX;
On/above/below glidepath, increase/decrease rate of descent; Parallelling/maintaining/correcting nicely/slowly/rapidly;
On course, on glideslope;
Tower clears XXX to land, winds XXX/XX, check gear down, acknowledge;
In odd cases - Well/dangerously below glidepath, level-off your aircraft!
Through control limits.
Listen for the tone of the controller's voice - they will become more stern if the situation requires it - i.e. below glidepath.
No-compass PARs? Rate one turns except rate half on final. Roll in now, roll out now. Piece of cake - did one today.
Min-fuel PARs? Usually give the guy a time for fuel remaining and see how tight he can bring you in. Normally a 1500 cct with glidepath intercept on base leg. It can be challenging flying.
ASR app. Another neat approach like PAR but without precision glidepath. You get lateral vectors on final like PAR but just advisories for what your altitude should be as you're descending on final. Normally to non-precision mins. Haven't flown any in Canada, but they exist in Europe. (FamilyGuy, is this your non-PAR app?)
The CF has portable equipment to set up terminal and PAR ATS virtually anywhere. Most useful in CYLT. PAR controllers generally want more practice than they get and would welcome the chance to control different aircraft types. Let them know if you're unfamiliar and have fun with it. It can be another option in you bag of tricks.
Don't like long finals? Request a specific base leg width and they'll work you in - traffic permitting.
Minimums? You'll be given the minimums and glidepath angle when on downwind. Generally standard precision mins - you can, in an emergency, do a "talkdown to touchdown" just as you could with an ILS. Normally, after DH, the controller will just give information about your position relative to the centreline and glidepath - vice instruction. "Over RADAR touchdown" coincides with glidepath point of interception at the runway. Careful in the States, some DHs are 100 ft.
Lingo? Plain english. Examples:
This will be vectors for PAR approach 12 at Comox, minimums are 277 ft and glidepath on final is set to 3 degrees;
In the event of lost comm continue with... or contact tower...
On final, do not acknowledge further instructions unless requested;
One mile warning to glidepath, gear should be down;
Intercepting glidepath, begin descent now;
Initial descent has you above/below/on glidepath;
On or L/R of centreline, turn R/L XXX;
On/above/below glidepath, increase/decrease rate of descent; Parallelling/maintaining/correcting nicely/slowly/rapidly;
On course, on glideslope;
Tower clears XXX to land, winds XXX/XX, check gear down, acknowledge;
In odd cases - Well/dangerously below glidepath, level-off your aircraft!
Through control limits.
Listen for the tone of the controller's voice - they will become more stern if the situation requires it - i.e. below glidepath.
No-compass PARs? Rate one turns except rate half on final. Roll in now, roll out now. Piece of cake - did one today.
Min-fuel PARs? Usually give the guy a time for fuel remaining and see how tight he can bring you in. Normally a 1500 cct with glidepath intercept on base leg. It can be challenging flying.
ASR app. Another neat approach like PAR but without precision glidepath. You get lateral vectors on final like PAR but just advisories for what your altitude should be as you're descending on final. Normally to non-precision mins. Haven't flown any in Canada, but they exist in Europe. (FamilyGuy, is this your non-PAR app?)
The CF has portable equipment to set up terminal and PAR ATS virtually anywhere. Most useful in CYLT. PAR controllers generally want more practice than they get and would welcome the chance to control different aircraft types. Let them know if you're unfamiliar and have fun with it. It can be another option in you bag of tricks.
The probability of survival is dependent on the angle of arrival.
