AIM

8/15/19

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19

Airport Operations

situational awareness. Additionally, surface vehicles
and aircraft being taxied by maintenance personnel
may also be participating in LAHSO, especially in
those operations that involve crossing an active
runway.

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12. Low Approach

a.

A low approach (sometimes referred to as a low

pass) is the go

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around maneuver following an

approach. Instead of landing or making a touch

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and

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go, a pilot may wish to go around (low approach) in
order to expedite a particular operation (a series of
practice instrument approaches is an example of such
an operation). Unless otherwise authorized by ATC,
the low approach should be made straight ahead, with
no turns or climb made until the pilot has made a
thorough visual check for other aircraft in the area.

b.

When operating within a Class B, Class C, and

Class D surface area, a pilot intending to make a low
approach should contact the tower for approval. This
request should be made prior to starting the final
approach.

c.

When operating to an airport, not within a

Class B, Class C, and Class D surface area, a pilot
intending to make a low approach should, prior to
leaving the final approach fix inbound (nonprecision
approach) or the outer marker or fix used in lieu of the
outer marker inbound (precision approach), so advise
the FSS, UNICOM, or make a broadcast as
appropriate.

REFERENCE

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AIM, Paragraph 4

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9 , Traffic Advisory Practices at Airports Without

Operating Control Towers

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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 equipped with
radio if radio contact cannot be established. ATC
personnel use a directive traffic control signal which
emits an intense narrow light beam of a selected color
(either red, white, or green) when controlling traffic
by light signals.

b.

Although the traffic signal light offers the

advantage that some control may be exercised over
nonradio equipped aircraft, pilots should be cog-
nizant of the disadvantages which are:

1.

Pilots may not be looking at the control tower

at the time a signal is directed toward their aircraft.

2.

The directions transmitted by a light signal

are very limited since only approval or disapproval of
a pilot’s anticipated actions may be transmitted. No
supplement or explanatory information may be
transmitted except by the use of the “General
Warning Signal” which advises the pilot to be on the
alert.

c.

Between sunset and sunrise, a pilot wishing to

attract the attention of the control tower should turn
on a landing light and taxi the aircraft into a position,
clear of the active runway, so that light is visible to the
tower. The landing light should remain on until
appropriate signals are received from the tower.

d.

Airport Traffic Control Tower Light Gun

Signals. (See TBL 4

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1.)

e.

During daylight hours, acknowledge tower

transmissions or light signals by moving the ailerons
or rudder. At night, acknowledge by blinking the
landing or navigation lights. If radio malfunction
occurs after departing the parking area, watch the
tower for light signals or monitor tower frequency.