Monitor one one eight point three report to tower when over the outer marker." Furthermore, P 1351 of the Manual states as a guideline that the maximum localizer interception angle to be given when a plane is 2 miles or more outside the approach gate is 30o. The handbook gives this example: "Three miles from outer marker, turn left heading zero one zero, cleared for I-L-S runway three six approach. The following information should have been given: 1) D 723's position relative to the outer marker (the final approach fix) 2) a vector to intercept the final approach course 3) a clearance for the aircraft to make the instrument approach and 4) an instruction to go ahead and monitor Boston Local Control (the Tower) then contact it upon reaching the final approach fix or, alternatively, an instruction to switch over to the Tower immediately. The approach gate for runway 4R at Logan is a point 6.3 miles from the runway landing threshold and 1 mile outside the outer marker, the final approach fix. This would constitute a second priority duty. Paragraph 1360 of the Manual in use on July 31, 1973, required an approach control to issue certain information and instructions to an aircraft before it reached the so-called approach gate. Included in the last category is the dissemination of weather information. The Manual also prescribes duty priorities, the first being to separate aircraft, the second to tend to "second priority services" that do not involve air traffic separation and the third to give "additional services to the extent possible". The Manual provides that action verbs in the imperative mean that a procedure is mandatory. Approach controllers operating in these terminal areas, including Boston, do so according to procedures set out in the Federal Aviation Administration's handbook, Terminal Air Traffic Control (the Manual). 22 (definition of approach control service). The function of approach control is to promote the "safe, orderly and expeditious" flow of traffic arriving and departing from a terminal area. There was testimony at trial that a missed approach may be executed in a DC-9 at any time up to and including touchdown.Īll flights approaching Boston on the morning of July 31, 1973, were under the control of air traffic controllers who handle the air traffic from a darkened room where each airplane is tracked on a radar scope. Otherwise, the landing approach continues, although the Captain is free to discontinue the approach should he deem it necessary. 1 If not, he must execute a missed approach by applying power and climbing back up to altitude. FAA regulations and Delta procedures require that when, during the descent, an altitude known as the decision height (DH) is reached 216 feet above sea level for runway 4R at Logan the Captain must determine if the landing environment is in sight and whether a safe landing can be made. A plane which stays on the glide slope will eventually touch down at the intended point on the runway, the ILS touchdown zone. ![]() The glide slope, also an electronic beam which operates in combination with a receiver in the plane, aids the pilot in making the descent. If the plane deviates to the right or the left of this course, the aircraft's instrumentation tells the pilot which way to turn to reintercept the localizer, i. ![]() The localizer course for runway 4R is 035o. The localizer is an electronic beam which, in combination with radio equipment in the plane, allows a pilot to align his aircraft so that it is headed straight for the centerline of the intended runway for landing. The two major components of the instrument landing system are the localizer and the glide slope, see 412 F. Because of the low ceiling and limited visibility at Logan Airport, D 723, and the other aircraft flying into Logan on July 31, were required to make an instrument landing system approach.
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