AIP航行情报汇编

帅哥

4. Local Flow Traffic Management Program 4.1 This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise, and conserve aviation fuel. The enhancement of safety and reduction of noise are achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more that 12,500 pounds and, by permitting departure aircraft to climb to high altitudes sooner, as arrivals are operating at higher altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environ- ment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes.

帅哥

4.2 A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient for the majority of aircraft being served. This will generally result in a descent gradient window of 250-350 feet per nautical mile. 4.3 When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as 30 AUG 07 AIP ENR 1.5-10 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition described in paragraph 4.2 above. Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT OR ARE UNABLE TO COMPLY WITH THE CLEARANCE. 5. Advance Information on Instrument Approaches 5.1 When landing at airports with approach control services and where two or more instrument approach procedures are published, pilots will be provided in advance of their arrival with the type of approach to expect or that they may be vectored for a visual approach. This information will be broadcast either by a controller or on ATIS. It will not be furnished when the visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude instrument approach procedure for the airport. 5.2 The purpose of this information is to aid the pilot in planning arrival actions; however, it is not an ATC clearance or commitment and is subject to change. Pilots should bear in mind that fluctuating weather, shifting winds, blocked runway, etc., are conditions which may result in changes to approach information previously received. It is important that pilots advise ATC immediately if they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach._ 5.3 Aircraft destined to uncontrolled airports which have automated weather data with broadcast capability should monitor the ASOS/AWOS frequen- cy to ascertain the current weather for the airport. The pilot shall advise ATC when he/she has received the broadcast weather and state his/her intentions. NOTE- 1. ASOS/AWOS should be set to provide one-minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer. 2. Controllers will consider the long line disseminated weather from an automated weather system at an uncontrolled airport as trend and planning information only and will rely on the pilot for current weather information for the airport. If the pilot is unable to receive the current broadcast weather, the last long-line disseminated weather will be issued to the pilot. When receiving IFR services, the pilot/aircraft operator is responsible for determining if weather/visibility is adequate for approach/landing. 5.4 When making an IFR approach to an airport not served by a tower or FSS, after the ATC controller advises “CHANGE TO ADVISORY FREQUENCY APPROVED,” you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or the fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots. 6. Approach Clearance 6.1 An aircraft which has been cleared to a holding fix and subsequently “cleared . . . approach” has not received new routing. Even though clearance for the approach may have been issued prior to the aircraft reaching the holding fix, ATC would expect the pilot to proceed via the holding fix (the last assigned route), and the feeder route associated with that fix (if a feeder route is published on the approach chart) to the initial approach fix (IAF) to commence the approach. WHEN CLEARED FOR THE APPROACH, THE PUBLISHED OFF AIRWAY (FEEDER) ROUTES THAT LEAD FROM THE EN_ROUTE STRUCTURE TO THE IAF ARE PART OF THE APPROACH CLEARANCE. 6.2 If a feeder route to an IAF begins at a fix located along the route of flight prior to reaching the holding fix, and clearance for an approach is issued, a pilot should commence the approach via the published feeder route; i.e., the aircraft would not be expected to overfly the feeder route and return to it. The pilot is expected to commence the approach in a similar manner at the IAF, if the IAF for the procedure is located along the route of flight to the holding fix. 6.3 If a route of flight directly to the initial approach fix is desired, it should be so stated by the controller with phraseology to include the words “direct . . . ,” “proceed direct” or a similar phrase which the pilot can interpret without question. If a pilot is uncertain of the clearance, immediately query ATC as to what route of flight is desired. 30 AUG 07 AIP ENR 1.5-11 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 7. Landing Priority 7.1 A clearance for a specific type of approach (ILS, MLS, ADF, VOR, or straight-in approach) to an aircraft operating on an IFR flight plan does not mean that landing priority will be given over other traffic. Traffic control towers handle all aircraft, regardless of the type of flight plan, on a “first-come, first-served” basis. Therefore, because of local traffic or runway in use, it may be necessary for the controller, in the interest of safety, to provide a different landing sequence. In any case, a landing sequence will be issued to each aircraft as soon as possible to enable the pilot to properly adjust the aircraft’s flight path. 8. Procedure Turn and Hold-in-lieu of Procedure Turn 8.1 A procedure turn is the maneuver prescribed when it is necessary to reverse direction to establish the aircraft inbound on an intermediate or final approach course. The procedure turn or hold-in- lieu-of-PT is a required maneuver when it is depicted on the approach chart. However, the procedure turn or hold-in-lieu-of-PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix. The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established on the inbound course. The maneuver must be completed within the distance specified in the profile view. NOTE-The pilot may elect to use the procedure turn or hold-in-lieu-of-PT when it is not required by the procedure, but must first receive an amended clearance from ATC. When ATC is radar vectoring to the final approach course or to the intermediate fix, ATC may specify in the approach clearance “CLEARED STRAIGHT-IN (type) APPROACH” to ensure the procedure turn or hold-in-lieu-of-PT is not to be flown. If the pilot is uncertain whether the ATC clearance intends for a procedure turn to be conducted or to allow for a straight-in approach, the pilot shall immediately request clarification from ATC (14 CFR Section 91.123). 8.1.1 On U.S. Government charts, a barbed arrow indicates the direction or side of the outbound course on which the procedure turn is made. Headings are provided for course reversal using the 45-degree type procedure turn. However, the point at which the turn may be commenced and the type and rate of turn is left to the discretion of the pilot. Some of the options are the 45-degree procedure turn, the racetrack pattern, the teardrop procedure turn, or the 80 degree - 260 degree course reversal. Some procedure turns are specified by procedural track. These turns must be flown exactly as depicted. 8.1.2 When the approach procedure involves a procedure turn, a maximum speed of not greater than 200 knots (IAS) should be observed from first overheading the course reversal IAF through the procedure turn maneuver to ensure containment within the obstruction clearance area. Pilots should begin the outbound turn immediately after passing the procedure turn fix. The procedure turn maneuver must be executed within the distance specified in the profile view. The normal procedure turn distance is 10 miles. This may be reduced to a minimum of 5 miles where only Category A or helicopter aircraft are to be operated or increased to as much as 15 miles to accommodate high performance aircraft. 8.1.3 A teardrop procedure or penetration turn may be specified in some procedures for a required course reversal. The teardrop procedure consists of departure from an initial approach fix on an outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited airspace. Where no fix is available to mark the beginning of the intermediate segment, it shall be assumed to commence at a point 10 miles prior to the final approach fix. When the facility is located on the airport, an aircraft is considered to be on final approach upon completion of the penetration turn. However, the final approach segment begins on the final approach course 10 miles from the facility. 8.1.4 A holding pattern in lieu of procedure turn may be specified for course reversal in some procedures. In such cases, the holding pattern is established over an intermediate fix or a final approach fix. The holding pattern distance or time specified in the profile view must be observed. Maximum holding airspeed limitations as set forth for all holding patterns apply. The holding pattern maneuver is completed when the aircraft is established on the inbound course after executing the appropriate entry. If cleared for the approach prior to returning to the holding fix, and the aircraft is at the prescribed altitude, additional circuits of the holding pattern are 31 JULY 08 AIP ENR 1.5-12 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition not necessary nor expected by ATC. If pilots elect to make additional circuits to lose excessive altitude or to become better established on course, it is their responsibility to so advise ATC upon receipt of their approach clearance. NOTE- Some approach charts have an arrival holding pattern depicted at the IAF using a “thin line” holding symbol. It is charted where holding is frequently required prior to starting the approach procedure so that detailed holding instructions are not required. The arrival holding pattern is not authorized unless assigned by Air Traffic Control. Holding at the same fix may also be depicted on the enroute chart. A hold-in-lieu of procedure turn is depicted by a “thick line” symbol, and is part of the instrument approach procedure as described in paragraph 8.(See U. S. Terminal Procedures booklets page G1 for both examples.) 8.1.5 A procedure turn is not required when an approach can be made directly from a specified intermediate fix to the final approach fix. In such cases, the term “NoPT” is used with the appropriate course and altitude to denote that the procedure turn is not required. If a procedure turn is desired, and when cleared to do so by ATC, descent below the procedure turn altitude should not be made until the aircraft is established on the inbound course, since some NoPT altitudes may be lower than the procedure turn altitudes. 8.2 Limitations on Procedure Turns 8.2.1 In the case of a radar initial approach to a final approach fix or position, or a timed approach from a holding fix, or where the procedure specifies NoPT, no pilot may make a procedure turn unless, when final approach clearance is received, the pilot so advises ATC and a clearance is received to executive a procedure turn. 8.2.2 When a teardrop procedure turn is depicted and a course reversal is required, this type turn must be executed. 8.2.3 When a holding pattern replaces a procedure turn, the holding pattern must be followed, except when RADAR VECTORING is provided or when NoPT is shown on the approach course. The recommended entry procedures will ensure the aircraft remains within the holding pattern’s protected airspace. As in the procedure turn, the descent from the minimum holding pattern altitude to the final approach fix altitude (when lower) may not commence until the aircraft is established on the inbound course. Where a holding pattern is established in-lieu-of a procedure turn, the maximum holding pattern airspeeds apply. NOTE- See paragraph 1.3.2.1, Airspeeds. 8.2.4 The absence of the procedure turn barb in the plan view indicates that a procedure turn is not authorized for that procedure. 9. RNP SAAAR Instrument Approach Procedures These procedures require authorization analogous to the special authorization required for Category II or III ILS procedures. Special aircraft and aircrew authorization required (SAAAR) procedures are to be conducted by aircrews meeting special training requirements in aircraft that meet the specified performance and functional requirements. 9.1 Unique characteristics of RNP SAAAR Approaches 9.1.1 RNP value. Each published line of minima has an associated RNP value. The indicated value defines the lateral and vertical performance requirements. A minimum RNP type is documented as part of the RNP SAAAR authorization for each operator and may vary depending on aircraft configuration or operational procedures (e.g., GPS inoperative, use of flight director vice autopilot). 9.1.2 Curved path procedures. Some RNP approaches have a curved path, also called a radius-to-a-fix (RF) leg. Since not all aircraft have the capability to fly these arcs, pilots are responsible for knowing if they can conduct an RNP approach with an arc or not. Aircraft speeds, winds and bank angles have been taken into consideration in the development of the procedures. 9.1.3 RNP required for extraction or not. Where required, the missed approach procedure may use RNP values less than RNP-1. The reliability of the navigation system has to be very high in order to conduct these approaches. Operation on these procedures generally requires redundant equipment, as no single point of failure can cause loss of both approach and missed approach navigation. 31 JULY 08 AIP ENR 1.5-13 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 9.1.4 Non-standard speeds or climb gradients. RNP SAAAR approaches are developed based on standard approach speeds and a 200 ft/NM climb gradient in the missed approach. Any exceptions to these standards will be indicated on the approach procedure, and the operator should ensure they can comply with any published restrictions before conducting the operation. 9.1.5 Temperature Limits. For aircraft using barometric vertical navigation (without temperature compensation) to conduct the approach, low and high-temperature limits are identified on the procedure. Cold temperatures reduce the glidepath angle while high temperatures increase the glidepath angle. Aircraft using baro VNAV with temperature compensation or aircraft using an alternate means for vertical guidance (e.g., SBAS) may disregard the temperature restrictions. The charted temperature limits are evaluated for the final approach segment only. Regardless of charted temperature limits or temperature compensation by the FMS, the pilot may need to manually compensate for cold temperature on minimum altitudes and the decision altitude. 9.1.6 Aircraft size. The achieved minimums may be dependent on aircraft size. Large aircraft may require higher minimums due to gear height and/or wingspan. Approach procedure charts will be annotated with applicable aircraft size restrictions. 9.2 Types of RNP SAAAR Approach Operations 9.2.1 RNP Stand-alone Approach Operations. RNP SAAAR procedures can provide access to runways regardless of the ground-based NAVAID infrastructure, and can be designed to avoid obstacles, terrain, airspace, or resolve environmental constraints. 9.2.2 RNP Parallel Approach (RPA) Operations. RNP SAAAR procedures can be used for parallel approaches where the runway separation is adequate (See FIG ENR 1.5-7). Parallel approach procedures can be used either simultaneously or as stand-alone operations. They may be part of either independent or dependent operations depending on the ATC ability to provide radar monitoring. FIG ENR 1.5-7 9.2.3 RNP Parallel Approach Runway Transitions (RPAT) Operations. RPAT approaches begin as a parallel IFR approach operation using simultaneous independent or dependent procedures. (See FIG ENR 1.5-8). Visual separation standards are used in the final segment of the approach after the final approach fix, to permit the RPAT aircraft to transition in visual conditions along a predefined lateral and vertical path to align with the runway centerline. FIG ENR 1.5-8 31 JULY 08 AIP ENR 1.5-14 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 9.2.4 RNP Converging Runway Operations. At airports where runways converge, but may or may not intersect, an RNP SAAAR approach can provide a precise curved missed approach path that conforms to aircraft separation minimums for simultaneous operations (See FIG ENR 1.5-9). By flying this curved missed approach path with high accuracy and containment provided by RNP, dual runway operations may continue to be used to lower ceiling and visibility values than currently available. This type of operation allows greater capacity at airports where it can be applied. FIG ENR 1.5-9 10. Side-step Maneuver 10.1 ATC may authorize a standard instrument approach procedure which serves either one of parallel runways that are separated by 1,200 feet or less followed by a straight-in landing on the adjacent runway. 10.2 Aircraft that will execute a side-step maneuver will be cleared for a specified approach procedure and landing on the adjacent parallel runway. Example, “cleared ILS runway 7 left approach, side-step to runway 7 right.” Pilots are expected to commence the side-step maneuver as soon as possible after the runway or runway environment is in sight. NOTE- Side-step minima are flown to a Minimum Descent Altitude (MDA) regardless of the approach authorized. 10.3 Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than the precision minimums to the primary runway, but will normally be lower than the published circling minimums. 11. Approach and Landing Minimums 11.1 Landing Minimums. The rules applicable to landing minimums are contained in 14 CFR Section 91.175. TBL ENR 1.5-2 may be used to convert RVR to ground or flight visibility. For converting RVR values that fall between listed values, use the next higher RVR value; do not interpolate. For example, when converting 1800 RVR, use 2400 RVR with the resultant visibility of 1 /2mile.

帅哥

TBL ENR 1.5-2 RVR Value Conversions RVR Visibility (statute miles) 1600 1 /4 2400 1 /2 3200 5 /8 4000 3 /4 4500 7 /8 5000 1 6000 1 1 /4 AIP ENR 1.5-15 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 11.1.1 Aircraft approach category means a grouping of aircraft based on a speed of VREF, if specified, or if VREF is not specified, 1.3 VSO at the maximum certified landing weight. VREF, VSO, and the maximum certified landing weight are those values as established for the aircraft by the certification authority of the country of registry. A pilot must use the minima corresponding to the category determined during certification or higher. Helicopters may use Category A minima. If it is necessary to operate at a speed in excess of the upper limit of the speed range for an aircraft’s category, the minimums for the higher category must be used. For example, an airplane which fits into Category B, but is circling to land at a speed of 145 knots, must use the approach Category D minimums. As an additional example, a Category A airplane (or helicopter) which is operating at 130 knots on a straight-in approach must use the approach Category C minimums. See the following category limits: 11.1.1.1 Category A: Speed less than 91 knots. 11.1.1.2 Category B: Speed 91 knots or more but less than 121 knots. 11.1.1.3 Category C: Speed 121 knots or more but less than 141 knots. 11.1.1.4 Category D: Speed 141 knots or more but less than 166 knots. 11.1.1.5 Category E: Speed 166 knots or more. NOTE- VREF in the above definition refers to the speed used in establishing the approved landing distance under the airworthiness regulations constituting the type certification basis of the airplane, regardless of whether that speed for a particular airplane is 1.3 VSO, 1.23 VSR, or some higher speed required for airplane controllability. This speed, at the maximum certificated landing weight, determines the lowest applicable approach category for all approaches regardless of actual landing weight. 11.2 Published Approach Minimums. Approach minimums are published for different aircraft categories and consist of a minimum altitude (DA, DH, MDA) and required visibility. These minimums are determined by applying the appropriate TERPS criteria. When a fix is incorporated in a nonprecision final segment, two sets of minimums may be published; one for the pilot that is able to identify the fix, and a second for the pilot that cannot. Two sets of minimums may also be published when a second altimeter source is used in the procedure. When a nonprecision procedure incorporates both a stepdown fix in the final segment and a second altimeter source, two sets of minimums are published to account for the stepdown fix and a note addresses minimums for the second altimeter source. AIP ENR 1.5-16 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-10 Final Approach Obstacle Clearance CIRCLING APPROACH AREA RADII CIRCLING APPROACH AREA RADI (r) DEFINING SIZE OF AREAS, VARY WITH THE APPROACH CATEGORY r r r r r A B C D E 1.3 1.5 1.7 2.3 4.5 Approach Category Radius (Miles) 11.3 Obstacle Clearance. Final approach obstacle clearance is provided from the start of the final segment to the runway or missed approach point, whichever occurs last. Side-step obstacle protection is provided by increasing the width of the final approach obstacle clearance area. 11.3.1 Circling approach protected areas are defined by the tangential connection of arcs drawn from each runway end. The arc radii distance differs by aircraft approach category (see FIG ENR 1.5-10). Because of obstacles near the airport, a portion of the circling area may be restricted by a procedural note: e.g., “Circling NA E of RWY 17-35.” Obstacle clearance is provided at the published minimums (MDA) for the pilot who makes a straight-in approach, side-steps, or circles. Once below the MDA the pilot must see and avoid obstacles. Executing the missed approach after starting to maneuver usually places the aircraft beyond the MAP. The aircraft is clear of obstacles when at or above the MDA while inside the circling area, but simply joining the missed approach ground track from the circling maneuver may not provide vertical obstacle clearance once the aircraft exits the circling area. Additional climb inside the circling area may be required before joining the missed approach track. See paragraph 26, Missed Approach, for additional considerations when starting a missed approach at other than the MAP. 31 JULY 08 AIP ENR 1.5-17 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-11 Precision Obstacle Free Zone (POFZ) NOTE- The target date for mandatory POFZ compliance from every airport nationally is January 1, 2007. 11.3.2_Precision Obstacle Free Zone (POFZ)._A volume of airspace above an area beginning at the runway threshold, at the threshold elevation, and centered on the extended runway centerline. The POFZ is 200 feet (60m) long and 800 feet (240m) wide. The POFZ must be clear when an aircraft on a vertically guided final approach is within 2 nautical miles of the runway threshold and the reported ceiling is below 250 feet or visibility less than 3 /4 statute mile (SM) (or runway visual range below 4,000 feet). If the POFZ is not clear, the MINIMUM authorized height above touchdown (HAT) and visibility is 250_feet and 3 /4 SM. The POFZ is considered clear even if the wing of the aircraft holding on a taxiway waiting for runway clearance penetrates the POFZ; however, neither the fuselage nor the tail may infringe on the POFZ. The POFZ is applicable at all runway ends including displaced thresholds. (See FIG ENR 1.5-11.) 11.4_Straight-In Minimums are shown on the IAP when the final approach course is within 30 degrees of the runway alignment (15 degrees for GPS IAPs) and a normal descent can be made from the IFR altitude shown on the IAP to the runway surface. When either the normal rate of descent or the runway alignment factor of 30 degrees (15 degrees for GPS IAPs) is exceeded, a straight-in minimum is not published and a circling minimum applies. The fact that a straight-in minimum is not published does not preclude pilots from landing straight-in if they have the active runway in sight and have sufficient time to make a normal approach for landing. Under such conditions and when ATC has cleared them for landing on that runway, pilots are not expected to circle even though only circling minimums are published. If they desire to circle, they should advise ATC. AIP ENR 1.5-18 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 11.5_Side-Step Maneuver Minimums._Landing minimums for a side-step maneuver to the adjacent runway will normally be higher than the minimums to the primary runway. 11.6_Circling Minimums._In some busy terminal areas, ATC may not allow circling and circling minimums will not be published. Published circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. Circling may require maneuvers at low altitude, at low airspeed, and in marginal weather conditions. Pilots must use sound judgment, have an in-depth knowledge of their capabilities, and fully understand the aircraft performance to determine the exact circling maneuver since weather, unique airport design, and the aircraft position, altitude, and airspeed must all be considered. The following basic rules apply: 11.6.1_Maneuver the shortest path to the base or downwind leg, as appropriate, considering existing weather conditions. There is no restriction from passing over the airport or other runways. 11.6.2_It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the airport. Standard left turns or specific instruction from the controller for maneuvering must be considered when circling to land. 11.6.3_At airports without a control tower, it may be desirable to fly over the airport to observe wind and turn indicators and other traffic which may be on the runway or flying in the vicinity of the airport. 11.7_Instrument Approaches at a Military Field. When instrument approaches are conducted by civil aircraft at military airports, they shall be conducted in accordance with the procedures and minimums approved by the military agency having jurisdiction over the airport. 12. Instrument Approach Procedure Charts 12.1_14 CFR Section 91.175(a), Instrument approaches to civil airports, requires the use of SIAP’s prescribed for the airport in 14 CFR Part 97 unless otherwise authorized by the Administrator (including ATC). If there are military procedures published at a civil airport, aircraft operating under 14_CFR Part_91 must use the civil procedure(s). Civil procedures are defined with _FAA" in parenthesis; e.g., (FAA), at the top, center of the procedure chart. DOD procedures are defined using the abbreviation of the applicable military service in parenthesis; e.g., (USAF), (USN), (USA). 14 CFR Section 91.175(g), Military airports, requires civil pilots flying into or out of military airports to comply with the IAP’s and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports. Unless an emergency exists, civil aircraft operating at military airports normally require advance authorization, commonly referred to as _Prior Permission Required" or _PPR." Information on obtaining a PPR for a particular military airport can be found in the Airport/Facility Directory. NOTE- Civil aircraft may conduct practice VFR approaches using DOD instrument approach procedures when approved by the air traffic controller. 12.1.1_IAPs (standard and special, civil and military) are based on joint civil and military criteria contained in the U.S. Standard for TERPS. The design of IAPs based on criteria contained in TERPS, takes into account the interrelationship between airports, facilities, and the surrounding environment, terrain, obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other limitations are specified and, once approved, the procedures are published and distributed by government and commercial cartographers as instrument approach charts. 12.1.2_Not all IAPs are published in chart form. Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U.S. Government Flight Information Publications. 12.1.3_The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the chart. 12.1.3.1_Straight-in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned (e.g., VOR RWY 13). Circling only approaches are identified by the navigational system providing final approach guidance and a letter (e.g.,_VOR A). More than one navigational system separated by a slash indicates that more than one type of equipment must be used to execute the final AIP ENR 1.5-19 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition approach (e.g., VOR/DME RWY 31). More than one navigational system separated by the word “or” indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15). 12.1.3.2 In some cases, other types of navigation systems including radar may be required to execute other portions of the approach or to navigate to the IAF (e.g., an NDB procedure turn to an ILS, an NDB in the missed approach, or radar required to join the procedure or identify a fix). When radar or other equipment is required for procedure entry from the en route environment, a note will be charted in the planview of the approach procedure chart (e.g., RADAR REQUIRED or ADF REQUIRED). When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note will be charted in the notes box of the pilot briefing portion of the approach chart (e.g., RADAR REQUIRED or DME REQUIRED). Notes are not charted when VOR is required outside the final approach segment. Pilots should ensure that the aircraft is equipped with the required NAVAID(s) in order to execute the approach, including the missed approach. 12.1.3.3 The FAA has initiated a program to provide a new notation for LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course. The LOC minimums will be annotated with the NAVAID required (e.g., “DME Required” or “RADAR Required”). During the transition period, ILS approaches will still exist without the annotation. 12.1.3.4 The naming of multiple approaches of the same type to the same runway is also changing. Multiple approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the alphabet and working backwards for subsequent procedures (e.g., ILS Z RWY 28, ILS Y RWY 28, etc.). The existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and replaced with the new designation. The Cat II and Cat III designations are used to differentiate between multiple ILSs to the same runway unless there are multiples of the same type. 12.1.3.5 WAAS (LPV, LNAV/VNAV and LNAV), and GPS (LNAV) approach procedures are charted as RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21). VOR/DME RNAV approaches will continue to be identified as VOR/DME RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 21). VOR/DME RNAV procedures which can be flown by GPS will be annotated with “or GPS” (e.g., VOR/ DME RNAV or GPS RWY 31). 12.1.4 Approach minimums are based on the local altimeter setting for that airport, unless annotated otherwise; e.g., Oklahoma City/Will Rogers World approaches are based on having a Will Rogers World altimeter setting. When a different altimeter source is required, or more than one source is authorized, it will be annotated on the approach chart; e.g., use Sidney altimeter setting, if not received, use Scottsbluff altimeter setting. Approach minimums may be raised when a nonlocal altimeter source is authorized. When more than one altimeter source is authorized, and the minima are different, they will be shown by separate lines in the approach minima box or a note; e.g., use Manhattan altimeter setting; when not available use Salina altimeter setting and increase all MDAs 40 feet. When the altimeter must be obtained from a source other than air traffic a note will indicate the source; e.g., Obtain local altimeter setting on CTAF. When the altimeter setting(s) on which the approach is based is not available, the approach is not authorized. Baro-VNAV must be flown using the local altimeter setting only. Where no local altimeter is available, the LNAV/VNAV line will still be published for use by WAAS receivers with a note that Baro-VNAV is not authorized. When a local and at least one other altimeter setting source is authorized and the local altimeter is not available Baro-VNAV is not authorized; however, the LNAV/VNAV minima can still be used by WAAS receivers using the alternate altimeter setting source. 12.1.5 A pilot adhering to the altitudes, flight paths, and weather minimums depicted on the IAP chart or vectors and altitudes issued by the radar controller, is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing. 12.1.6 IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made. They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport. It is important that AIP ENR 1.5-20 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition pilots understand these procedures and their use prior to attempting to fly instrument approaches. 12.1.7 TERPS criteria are provided for the following types of instrument approach procedures: 12.1.7.1 Precision Approach (PA). An instrument approach based on a navigation system that provides course and glidepath deviation information meeting the precision standards of ICAO Annex 10. For example, PAR, ILS,and GLS are precision approaches. 12.1.7.2 Approach with Vertical Guidance (APV). An instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and glidepath deviation information. For example, Baro-VNAV, LDA with glidepath, LNAV/ VNAV and LPV are APV approaches. 12.1.7.3 Nonprecision Approach (NPA). An instrument approach based on a navigation system which provides course deviation information, but no glidepath deviation information. For example, VOR, NDB and LNAV. As noted in subparagraph 12.8, Vertical Descent Angle (VDA) on Nonprecision Approaches, some approach procedures may provide a Vertical Descent Angle as an aid in flying a stabilized approach, without requiring its use in order to fly the procedure. This does not make the approach an APV procedure, since it must still be flown to an MDA and has not been evaluated with a glidepath. 12.2 The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial-Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended. 12.2.1 Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000.

帅哥

12.2.2 Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000. 12.2.3 Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000. 12.2.4 Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000. NOTE- Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above. 12.3 Minimum Safe/Sector Altitudes (MSA) are published for emergency use on IAP charts. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated. The MSA depiction on the approach chart contains the facility identifier of the NAVAID used to determine the MSA altitudes. For RNAV approaches, the MSA is based on the runway waypoint (RWY WP) for straight-in approaches, or the airport waypoint (APT WP) for circling approaches. For GPS approaches, the MSA center will be the missed approach waypoint (MAWP). MSAs are expressed in feet above mean sea level and normally have a 25 NM radius; however, this radius may be expanded to 30 NM if necessary to encompass the airport landing surfaces. Ideally, a single sector altitude is established and depicted on the plan view of approach charts; however, when necessary to obtain relief from obstructions, the area may be further sectored and as many as four MSAs established. When established, sectors may be no less than 90_ in spread. MSAs provide 1,000 feet clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. 31 JULY 08 AIP ENR 1.5-21 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 12.4 Terminal Arrival Area (TAA) 12.4.1 The objective of the TAA is to provide a seamless transition from the en route structure to the terminal environment for arriving aircraft equipped with Flight Management System (FMS) and/or Global Positioning System (GPS) navigational equipment. The underlying instrument approach procedure is an area navigation (RNAV) procedure described in this section. The TAA provides the pilot and air traffic controller with a very efficient method for routing traffic into the terminal environment with little required air traffic control interface, and with minimum altitudes depicted that provide standard obstacle clearance compatible with the instrument procedure associated with it. The TAA will not be found on all RNAV procedures, particularly in areas of heavy concentration of air traffic. When the TAA is published, it replaces the MSA for that approach procedure. See FIG ENR 1.5-20 for a depiction of a RNAV approach chart with a TAA. 12.4.2 The RNAV procedure underlying the TAA will be the “T” design (also called the “Basic T”), or a modification of the “T.” The “T” design incorporates from one to three IAFs; an intermediate fix (IF) that serves as a dual purpose IF (IAF); a final approach fix (FAF), and a missed approach point (MAP) usually located at the runway threshold. The three IAFs are normally aligned in a straight line perpendicular to the intermediate course, which is an extension of the final course leading to the runway, forming a “T.” The initial segment is normally from 3-6 NM in length; the intermediate 5-7 NM, and the final segment 5 NM. Specific segment length may be varied to accommodate specific aircraft categories for which the procedure is designed. However, the published segment lengths will reflect the highest category of aircraft normally expected to use the procedure. 12.4.2.1 A standard racetrack holding pattern may be provided at the center IAF, and if present may be necessary for course reversal and for altitude adjustment for entry into the procedure. In the latter case, the pattern provides an extended distance for the descent required by the procedure. Depiction of this pattern in U.S. Government publications will utilize the “hold-in-lieu-of-PT” holding pattern symbol. 12.4.2.2 The published procedure will be annotated to indicate when the course reversal is not necessary when flying within a particular TAA area; e.g., “NoPT.” Otherwise, the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91.175. The pilot may elect to use the course reversal pattern when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. (See FIG ENR 1.5-12, FIG ENR 1.5-13, FIG ENR 1.5-20, and paragraph 8, Procedure Turn and Hold-in-lieu of Procedure Turn.) 31 JULY 08 AIP ENR 1.5-22 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-12 Basic “T” Design AIP ENR 1.5-23 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-13 Basic _T" Design AIP ENR 1.5-24 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-14 Modified Basic _T" 12.4.3_The _T" design may be modified by the procedure designers where required by terrain or air traffic control considerations. For instance, the _T" design may appear more like a regularly or irregularly shaped _Y", or may even have one or both outboard IAFs eliminated resulting in an upside down _L" or an _I" configuration. (See FIG ENR 1.5-14 and FIG ENR 1.5-21). Further, the leg lengths associated with the outboard IAFs may differ. (See FIG ENR 1.5-16 and FIG ENR 1.5-17.) AIP ENR 1.5-25 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-15 Modified _T" Approach to Parallel Runways 12.4.4_Another modification of the _T" design may be found at airports with parallel runway configurations. Each parallel runway may be served by its own _T" IAF, IF (IAF), and FAF combination, resulting in parallel final approach courses. (See FIG ENR 1.5-15). Common IAFs may serve both runways; however, only the intermediate and final approach segments for the landing runway will be shown on the approach chart. (See FIG ENR 1.5-16 and FIG ENR 1.5-17.) AIP ENR 1.5-26 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-16 _T" Approach with Common IAFs to Parallel Runways FIG ENR 1.5-17 _T" Approach with Common IAFs to Parallel Runways AIP ENR 1.5-27 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-18 TAA Area 12.4.5 The standard TAA consists of three areas defined by the extension of the IAF legs and the intermediate segment course. These areas are called the straight-in, left-base, and right-base areas. (See FIG ENR 1.5-18). TAA area lateral boundaries are identified by magnetic courses TO the IF (IAF). The straight-in area can be further divided into pie-shaped sectors with the boundaries identified by magnetic courses TO the IF (IAF), and may contain stepdown sections defined by arcs based on RNAV distances (DME or ATD) from the IF (IAF). The right/left-base areas can only be subdivided using arcs based on RNAV distances from the IAFs for those areas. Minimum MSL altitudes are charted within each of these defined areas/subdivisions that provide at least 1,000 feet of obstacle clearance, or more as necessary in mountainous areas. 12.4.5.1 Prior to arriving at the TAA boundary, the pilot can determine which area of the TAA the aircraft will enter by selecting the IF (IAF) to determine the magnetic bearing TO the center IF (IAF). That bearing should then be compared with the published bearings that define the lateral boundaries of the TAA areas. Using the end IAFs may give a false indication of which area the aircraft will enter. This is critical when approaching the TAA near the extended boundary between the left and right-base areas, especially where these areas contain different minimum altitude requirements. 12.4.5.2 Pilots entering the TAA and cleared by air traffic control, are expected to proceed directly to the IAF associated with that area of the TAA at the altitude depicted, unless otherwise cleared by air traffic control. Cleared direct to an Initial Approach Fix (IAF) without a clearance for the procedure does not authorize a pilot to descend to a lower TAA altitude. If a pilot desires a lower altitude without an approach clearance, request the lower TAA altitude. If a pilot is not sure of what they are authorized or expected to do by air traffic, they should ask air traffic or request a specific clearance. Pilots entering the TAA with two-way radio communications failure (14 CFR Section_91.185, IFR Operations: Two-way Radio Communications Failure), must maintain the highest altitude prescribed by Section_91.185(c)(2) until arriving at the appropriate IAF. 30 AUG 07 AIP ENR 1.5-28 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-19 Sectored TAA Areas 12.4.5.3 Depiction of the TAA on U.S. Government charts will be through the use of icons located in the plan view outside the depiction of the actual approach procedure. (See FIG ENR 1.5-20). Use of icons is necessary to avoid obscuring any portion of the “T” procedure (altitudes, courses, minimum altitudes, etc.). The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure, and will show all TAA minimum altitudes and sector/radius subdivi- sions for that area. The IAF for each area of the TAA is included on the icon where it appears on the approach, to help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon. Examples here are shown with the TAA around the approach to aid pilots in visualizing how the TAA corresponds to the approach and should not be confused with the actual approach chart depiction. 12.4.5.4 Each waypoint on the “T”, except the missed approach waypoint, is assigned a pronounce- able 5-character name used in air traffic control communications, and which is found in the RNAV databases for the procedure. The missed approach waypoint is assigned a pronounceable name when it is not located at the runway threshold. 12.4.6 Once cleared to fly the TAA, pilots are expected to obey minimum altitudes depicted within the TAA icons, unless instructed otherwise by air traffic control. In FIG ENR 1.5-19, pilots within the left or right-base areas are expected to maintain a minimum altitude of 6,000 feet until within 17 NM of the associated IAF. After crossing the 17 NM arc, descent is authorized to the lower charted altitudes. Pilots approaching from the northwest are expected to maintain a minimum altitude of 6,000 feet, and when within 22 NM of the IF (IAF), descend to a minimum altitude of 2,000 feet MSL until reaching the IF (IAF). AIP ENR 1.5-29 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-20 RNAV (GPS) Approach Chart NOTE- This chart has been modified to depict new concepts and may not reflect actual approach minima. AIP ENR 1.5-30 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-21 TAA with Left and Right Base Areas Eliminated 12.4.7_Just as the underlying _T" approach procedure may be modified in shape, the TAA may contain modifications to the defined area shapes and sizes. Some areas may even be eliminated, with other areas expanded as needed. FIG ENR 1.5-21 is an example of a design limitation where a course reversal is necessary when approaching the IF (IAF) from certain directions due to the amount of turn required at the IF (IAF). Design criteria require a course reversal whenever this turn exceeds 120 degrees. In this generalized example, pilots approaching on a bearing TO the IF (IAF) from 300 _ clockwise through 060 _ are expected to execute a course reversal. The term _NoPT" will be annotated on the boundary of the TAA icon for the other portion of the TAA. AIP ENR 1.5-31 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-22 TAA with Right Base Eliminated 12.4.8_FIG ENR 1.5-22 depicts another TAA modification that pilots may encounter. In this generalized example, the right-base area has been eliminated. Pilots operating within the TAA between 360 _ clockwise to 060 _ bearing TO the IF (IAF) are expected to execute the course reversal in order to properly align the aircraft for entry onto the intermediate segment. Aircraft operating in all other areas from 060_ clockwise to 360_ bearing TO the IF (IAF) need not perform the course reversal, and the term _NoPT" will be annotated on the TAA boundary of the icon in these areas. TAAs are no longer being produced with sections removed; however, some may still exist on previously published procedures. AIP ENR 1.5-32 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-23 Examples of a TAA with Feeders from an Airway 12.4.9_When an airway does not cross the lateral TAA boundaries, a feeder route will be established to provide a transition from the en route structure to the appropriate IAF. Each feeder route will terminate at the TAA boundary, and will be aligned along a path pointing to the associated IAF. Pilots should descend to the TAA altitude after crossing the TAA boundary and cleared by air traffic control. (See FIG ENR 1.5-23.) AIP ENR 1.5-33 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-24 Minimum Vectoring Altitude Charts 1500 2000 3000 3000 3000 3500 2500 5000 5500 5 10 15 20 25 30 348 013 057 102 160 250 277 289 N 12.5 Minimum Vectoring Altitudes (MVAs) are established for use by ATC when radar ATC is exercised. MVA charts are prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes. Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA. Each sector boundary is at least 3 miles from the obstruction determining the MVA. To avoid a large sector with an excessively high MVA due to an isolated prominent obstruction, the obstruction may be enclosed in a buffer area whose boundaries are at least 3 miles from the obstruction. This is done to facilitate vectoring around the obstruction. (See FIG ENR 1.5-24.) 12.5.1 The minimum vectoring altitude in each sector provides 1,000 feet above the highest obstacle in nonmountainous areas and 2,000 feet above the highest obstacle in designated mountainous areas. Where lower MVAs are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an IAP, 1,000 feet of obstacle clearance may be authorized with the use of Airport Surveillance Radar (ASR). The minimum vectoring altitude will provide at least 300 feet above the floor of controlled airspace. NOTE- OROCA is an off-route altitude which provides obstruction clearance with a 1,000 foot buffer in nonmountainous terrain areas and a 2,000 foot buffer in designated mountainous areas within the U.S. This altitude may not provide signal coverage from ground-based navigational aids, air traffic control radar, or communications coverage. 12.5.2 Because of differences in the areas considered for MVA, and those applied to other minimum altitudes, and the ability to isolate specific obstacles, some MVAs may be lower than the nonradar Minimum En Route Altitudes (MEAs), Minimum Obstruction Clearance Altitudes (MOCAs) or other minimum altitudes depicted on charts for a given location. While being radar vectored, IFR altitude assignments by ATC will be at or above MVA. 12.6 Visual Descent Points (VDPs) are being incorporated in nonprecision approach procedures. The VDP is a defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided visual reference required by 14 CFR Section 91.175(c)(3) is established. The VDP will normally be identified by DME on VOR and LOC procedures and by along track distance to the next waypoint for RNAV procedures. The VDP is identified on the profile view of the approach chart by the symbol: V. 12.6.1 VDPs are intended to provide additional guidance where they are implemented. No special 14 FEB 08 AIP ENR 1.5-34 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition technique is required to fly a procedure with a VDP. The pilot should not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference. 12.6.2 Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been provided. 12.7 Visual Portion of the Final Segment. Instrument procedures designers perform a visual area obstruction evaluation off the approach end of each runway authorized for instrument landing, straight- in, or circling. Restrictions to instrument operations are imposed if penetrations of the obstruction clearance surfaces exist. These restrictions vary based on the severity of the penetrations, and may include increasing required visibility, denying VDPs and prohibiting night instrument operations to the runway. 12.8 Charting of Close in Obstacles on Instrument Procedure Charts. Obstacles that are close to the airport may be depicted in either the planview of the instrument approach chart or the airport sketch. Obstacles are charted in only one of the areas, based on space available and distance from the runway. These obstacles could be in the visual segment of the instrument approach procedure. On nonprecision approaches, these obstacles should be considered when determining where to begin descent from the MDA (see “Pilot Operational Considerations When Flying Nonprecision Approaches” in this paragraph). 12.9 Vertical Descent Angle (VDA) on Nonprecision Approaches. FAA policy is to publish VDAs on all nonprecision approaches. Published along with VDA is the threshold crossing height (TCH) that was used to compute the angle. The descent angle may be computed from either the final approach fix (FAF), or a stepdown fix, to the runway threshold at the published TCH. A stepdown fix is only used as the start point when an angle computed from the FAF would place the aircraft below the stepdown fix altitude. The descent angle and TCH information are charted on the profile view of the instrument approach chart following the fix the angle was based on. The optimum descent angle is 3.00 degrees; and whenever possible the approach will be designed using this angle. 12.9.1 The VDA provides the pilot with information not previously available on nonprecision approaches. It provides a means for the pilot to establish a stabilized descent from the FAF or stepdown fix to the MDA. Stabilized descent is a key factor in the reduction of controlled flight into terrain (CFIT) incidents. However, pilots should be aware that the published angle is for information only -it is strictly advisory in nature. There is no implicit additional obstacle protection below the MDA. Pilots must still respect the published minimum descent altitude (MDA) unless the visual cues stated 14 CFR Section 91.175 are present and they can visually acquire and avoid obstacles once below the MDA. The presence of a VDA does not guarantee obstacle protection in the visual segment and does not change any of the requirements for flying a nonprecision approach. 12.9.2 Additional protection for the visual segment below the MDA is provided if a VDP is published and descent below the MDA is started at or after the VDP. Protection is also provided, if a Visual Glide Slope Indicator (VGSI); e.g., VASI or PAPI, is installed and the aircraft remains on the VGSI glide path angle from the MDA. In either case, a chart note will indicate if the VDP or VGSI are not coincident with the VDA. On RNAV approach charts, a small shaded arrowhead shaped symbol (see the legend of the U.S. Terminal Procedures books, page H1) from the end of the VDA to the runway indicates that the 34:1 visual surface is clear. 12.9.3 Pilots may use the published angle and estimated/actual groundspeed to find a target rate of descent from the rate of descent table published in the back of the U.S. Terminal Procedures Publication. This rate of descent can be flown with the Vertical Velocity Indicator (VVI) in order to use the VDA as an aid to flying a stabilized descent. No special equipment is required. 12.9.4 Since one of the reasons for publishing a circling only instrument landing procedures is that the descent rate required exceeds the maximum allowed for a straight in approach, circling only procedures may have VDAs which are considerably steeper than the standard 3 degree angle on final. In this case, the VDA provides the crew with information about the descent rate required to land straight in from the FAF or step down fix to the 14 FEB 08 31 JULY 08 AIP ENR 1.5-35 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition threshold. This is not intended to imply that landing straight ahead is recommended, or even possible, since the descent rate may exceed the capabilities of many aircraft. The pilot must determine how to best maneuver the aircraft within the circling obstacle clearance area in order to land. 12.9.5 In rare cases the LNAV minima may have a lower HAT than minima with a glide path due to the location of the obstacles. This should be a clear indication to the pilot that obstacles exist below the MDA which the pilot must see in order to ensure adequate clearance. In those cases, the glide path may be treated as a VDA and used to descend to the LNAV MDA as long as all the rules for a nonprecision approach are applied at the MDA. However, the pilot must keep in mind the information in this paragraph and in paragraph 12.10. 12.10 Pilot Operational Considerations When Flying Nonprecision Approaches. The missed approach point (MAP) on a nonprecision approach is not designed with any consideration to where the aircraft must begin descent to execute a safe landing. It is developed based on terrain, obstructions, NAVAID location and possibly air traffic considerations. Because the MAP may be located anywhere from well prior to the runway threshold to past the opposite end of the runway, the descent from the Minimum Descent Altitude (MDA) to the runway threshold cannot be determined based on the MAP location. Descent from MDA at the MAP when the MAP is located close to the threshold would require an excessively steep descent gradient to land in the normal touchdown zone. Any turn from the final approach course to the runway heading may also be a factor in when to begin the descent. 12.10.1 Pilots are cautioned that descent to a straight-in landing from the MDA at the MAP may be inadvisable or impossible, on a nonprecision approach, even if current weather conditions meet the published ceiling and visibility. Aircraft speed, height above the runway, descent rate, amount of turn and runway length are some of the factors which must be considered by the pilot to determine if a landing can be accomplished. 12.10.2 Visual descent points (VDPs) provide pilots with a reference for the optimal location to begin descent from the MDA, based on the designed vertical descent angle (VDA) for the approach procedure, assuming required visual references are available. Approaches without VDPs have not been assessed for terrain clearance below the MDA, and may not provide a clear vertical path to the runway at the normally expected descent angle. Therefore, pilots must be especially vigilant when descending below the MDA at locations without VDPs. This does not necessarily prevent flying the normal angle; it only means that obstacle clearance in the visual segment could be less and greater care should be exercised in looking for obstacles in the visual segment. Use of visual glide slope indicator (VGSI) systems can aid the pilot in determining if the aircraft is in a position to make the descent from the MDA. However, when the visibility is close to minimums, the VGSI may not be visible at the start descent point for a “normal” glidepath, due to its location down the runway. 12.10.3 Accordingly, pilots are advised to carefully review approach procedures, prior to initiating the approach, to identify the optimum position(s), and any unacceptable positions, from which a descent to landing can be initiated (in accordance with 14 CFR Section 91.175(c)). 12.11 Area Navigation (RNAV) Instrument Approach Charts. Reliance on RNAV systems for instrument operations is becoming more commonplace as new systems such as GPS and augmented GPS such as the Wide Area Augmentation System (WAAS) are developed and deployed. In order to support full integration of RNAV procedures into the National Airspace System (NAS), the FAA developed a new charting format for IAPs (See FIG ENR 1.5-20). This format avoids unnecessary duplication and proliferation of instrument approach charts. The original stand alone GPS charts, titled simply “GPS,” are being converted to the newer format as the procedures are revised. One reason for the revision could be the addition of WAAS based minima to the approach chart. The reformatted approach chart is titled “RNAV (GPS) RWY XX.” Up to four lines of minima are included on these charts. GLS (Global Navigation Satellite System [GNSS] Landing System) was a placeholder for future WAAS and LAAS minima, and the minima was always listed as N/A. The GLS minima line has now been replaced by the WAAS LPV (Localizer Performance with Vertical Guidance) minima on most RNAV (GPS) charts. LNAV/VNAV (lateral navigation/vertical navigation) was added to support both WAAS electronic vertical guidance and Barometric VNAV. LPV and LNAV/VNAV are both 14 FEB 31 JULY 08 AIP ENR 1.5-36 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition APV procedures as described in paragraph 12.1.7. The original GPS minima, titled “S-XX,” for straight in runway XX, is retitled LNAV (lateral navigation). Circling minima may also be published. A new type of nonprecision WAAS minima will also be published on this chart and titled LP (localizer performance). LP will be published in locations where vertically guided minima cannot be provided due to terrain and obstacles and therefore, no LPV or LNAV/VNAV minima will be published. Current plans call for LAAS based procedures to be published on a separate chart and for the GLS minima line to be used only for LAAS. ATC clearance for the RNAV procedure authorizes a properly certified pilot to utilize any minimums for which the aircraft is certified: e.g. a WAAS equipped aircraft utilize the LPV or LP minima but a GPS only aircraft may not. The RNAV chart includes information formatted for quick reference by the pilot or flight crew at the top of the chart. This portion of the chart, developed based on a study by the Department of Transportation, Volpe National Transportation System Center, is commonly referred to as the pilot briefing. 12.11.1 The minima lines are: 12.11.1.1 GLS. “GLS” is the acronym for GNSS landing system; GNSS is the ICAO acronym for Global Navigation Satellite System (the international term for all GPS type systems). This line was originally published as a placeholder for both WAAS and LAAS minima and marked as N/A since no minima was published. As the concepts for LAAS and WAAS procedure publication have evolved, GLS will now be used only for LAAS minima, which will be on a separate approach chart. Most RNAV(GPS) approach charts have had the GLS minima line replaced by a WAAS LPV line of minima. 12.11.1.2 LPV. “LPV” is the acronym for localizer performance with vertical guidance. LPV identifies WAAS APV approach minimums with electronic lateral and vertical guidance. The lateral guidance is equivalent to localizer and the protected area for LPV procedures is now the same as for an ILS. The obstacle clearance area is considerably smaller than the LNAV/VNAV protection, allowing lower minima in many cases. Aircraft can fly this minima line with a statement in the Aircraft Flight Manual that the installed equipment supports LPV approaches. This includes Class 3 and 4 TSO-C146 WAAS equipment. 12.11.1.3 LNAV/VNAV. LNAV/VNAV identifies APV minimums developed to accommodate an RNAV IAP with vertical guidance, usually provided by approach certified Baro-VNAV, but with lateral and vertical integrity limits larger than a precision approach or LPV. LNAV stands for Lateral Navigation; VNAV stands for Vertical Navigation. This minima line can be flown by aircraft with a statement in the Aircraft Flight Manual that the installed equipment supports GPS approaches and has an approach-approved barometric VNAV, or if the aircraft has been demonstrated to support LNAV/VNAV approaches. This includes Class 2, 3 and 4 TSO-C146 WAAS equipment. Aircraft using LNAV/VNAV minimums will descend to landing via an internally generated descent path based on satellite or other approach approved VNAV systems. Since electronic vertical guidance is provided, the minima will be published as a DA. Other navigation systems may be specifically authorized to use this line of minima, see Section A, Terms/Landing Minima Data, of the U.S. Terminal Procedures books. 12.11.1.4 LP. “LP” is the acronym for localizer performance. LP identifies nonprecision WAAS procedures which are equivalent to ILS Localizer procedures. LP is intended for use in locations where vertical guidance cannot be provided due to terrain or other obstacles. The protected area is considerably smaller than the area for LNAV lateral protection and will provide a lower MDA in many cases. WAAS equipment may not support LP, even if it supports LPV, if it was approved before TSO C-145B and TSO C-146B. Receivers approved under previous TSOs may require an upgrade by the manufacturer in order to be used to fly to LP minima. Receivers approved for LP must have a statement in the approved Flight Manual or Supplemental Flight Manual including LP as one of the approved approach types. LPV and LP cannot be published as part of the same instrument procedure due to the inability to change integrity limits during an approach. 12.11.1.5 LNAV. This minima is for lateral navigation only, and the approach minimum altitude will be published as a minimum descent altitude (MDA). LNAV provides the same level of service as the present GPS stand alone approaches. LNAV minimums support the following navigation systems: WAAS, when the navigation solution will not support vertical navigation; and, GPS navigation systems 31 JULY 08 AIP ENR 1.5-37 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition which are presently authorized to conduct GPS approaches. Existing GPS approaches continue to be converted to the RNAV (GPS) format as they are revised or reviewed. NOTE- GPS receivers approved for approach operations in accordance with: AC 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation System, for stand-alone Technical Standard Order (TSO) TSO-C129 Class A(1) systems; or AC 20-130A, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, for GPS as part of a multi-sensor system, qualify for this minima. WAAS navigation equipment must be approved in accordance with the requirements specified in TSO-C145 or TSO-C146 and installed in accordance with Advisory Circular AC 20-138A, Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment. 12.11.2 Other systems may be authorized to utilize these approaches. See the description in Section A of the U.S. Terminal Procedures books for details. These systems may include aircraft equipped with an FMS that can file /E or /F. Operational approval must also be obtained for Baro-VNAV systems to operate to the LNAV/VNAV minimums. Baro-VNAV may not be authorized on some approaches due to other factors, such as no local altimeter source being available. Baro-VNAV is not authorized on LPV procedures. Pilots are directed to their local Flight Standards District Office (FSDO) for additional information. NOTE- RNAV and Baro-VNAV systems must have a manufacturer supplied electronic database which shall include the waypoints, altitudes, and vertical data for the procedure to be flown. The system shall also be able to extract the procedure in its entirety, not just as a manually entered series of waypoints. 12.11.3 ILS or RNAV (GPS) charts. Some RNAV (GPS) charts will also contain an ILS line of minima to make use of the ILS precision final in conjunction with the RNAV GPS capabilities for the portions of the procedure prior to the final approach segment and for the missed approach. Obstacle clearance for the portions of the procedure other than the final approach segment is still based on GPS criteria. NOTE- Some GPS receiver installations inhibit GPS navigation whenever ANY ILS frequency is tuned. Pilots flying aircraft with receivers installed in this manner must wait until they are on the intermediate segment of the procedure prior to the PFAF (PFAF is the active waypoint) to tune the ILS frequency and must tune the ILS back to a VOR frequency in order to fly the GPS based missed approach. 12.11.4 Required Navigation Performance (RNP) 12.11.4.1 Pilots are advised to refer to the “TERMS/LANDING MINIMUMS DATA” (Section A) of the U.S. Government Terminal Procedures books for aircraft approach eligibility requirements by specific RNP level requirements. 12.11.4.2 Some aircraft have RNP approval in their AFM without a GPS sensor. The lowest level of sensors that the FAA will support for RNP service is DME/DME. However, necessary DME signal may not be available at the airport of intended operations. For those locations having an RNAV chart published with LNAV/VNAV minimums, a procedure note may be provided such as “DME/DME RNP-0.3 NA.” This means that RNP aircraft dependent on DME/DME to achieve RNP-0.3 are not authorized to conduct this approach. Where DME facility availability is a factor, the note may read “DME/DME RNP-0.3 Authorized; ABC and XYZ Required.” This means that ABC and XYZ facilities have been determined by flight inspection to be required in the navigation solution to assure RNP-0.3. VOR/DME updating must not be used for approach procedures. 12.11.5 CHART TERMINOLOGY 12.11.5.1 Decision Altitude (DA) replaces the familiar term Decision Height (DH). DA conforms to the international convention where altitudes relate to MSL and heights relate to AGL. DA will eventually be published for other types of instrument approach procedures with vertical guidance, as well. DA indicates to the pilot that the published descent profile is flown to the DA (MSL), where a missed approach will be initiated if visual references for landing are not established. Obstacle clearance is provided to allow a momentary descent below DA while transitioning from the final approach to the missed approach. The aircraft is expected to follow the missed instructions while continuing along the published final approach course to at least the published runway threshold waypoint or MAP (if not at the threshold) before executing any turns. 12.11.5.2 Minimum Descent Altitude (MDA) has been in use for many years, and will continue to be used for the LNAV only and circling procedures. 14 FEB 31 JULY 08 AIP ENR 1.5-38 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 12.11.5.3 Threshold Crossing Height (TCH) has been traditionally used in “precision” approaches as the height of the glide slope above threshold. With publication of LNAV/VNAV minimums and RNAV descent angles, including graphically depicted descent profiles, TCH also applies to the height of the “descent angle,” or glidepath, at the threshold. Unless otherwise required for larger type aircraft which may be using the IAP, the typical TCH is 30 to 50 feet. 12.11.6 The MINIMA FORMAT will also change slightly. 12.11.6.1 Each line of minima on the RNAV IAP is titled to reflect the level of service available; e.g., GLS, LPV, LNAV/VNAV, and LNAV. CIR- CLING minima will also be provided. 12.11.6.2 The minima title box indicates the nature of the minimum altitude for the IAP. For example: a) DA will be published next to the minima line title for minimums supporting vertical guidance such as for GLS, LPV or LNAV/VNAV. b) MDA will be published where the minima line was designed to support aircraft with only lateral guidance available, such as LNAV. Descent below the MDA, including during the missed approach, is not authorized unless the visual conditions stated in 14 CFR Section 91.175 exist. c) Where two or more systems, such as LPV and LNAV/VNAV, share the same minima, each line of minima will be displayed separately. 12.11.7 Chart Symbology changed slightly to include: 12.11.7.1 Descent Profile. The published descent profile and a graphical depiction of the vertical path to the runway will be shown. Graphical depiction of the RNAV vertical guidance will differ from the traditional depiction of an ILS glide slope (feather) through the use of a shorter vertical track beginning at the decision altitude. a) It is FAA policy to design IAPs with minimum altitudes established at fixes/waypoints to achieve optimum stabilized (constant rate) descents within each procedure segment. This design can enhance the safety of the operations and contribute toward reduction in the occurrence of controlled flight into terrain (CFIT) accidents. Additionally, the National Transportation Safety Board (NTSB) recently emphasized that pilots could benefit from publication of the appropriate IAP descent angle for a stabilized descent on final approach. The RNAV IAP format includes the descent angle to the hundredth of a degree; e.g., 3.00 degrees. The angle will be provided in the graphically depicted descent profile. b) The stabilized approach may be performed by reference to vertical navigation information provided by WAAS or LNAV/VNAV systems; or for LNAV-only systems, by the pilot determining the appropriate aircraft attitude/groundspeed combination to attain a constant rate descent which best emulates the published angle. To aid the pilot, U.S. Government Terminal Procedures Publication charts publish an expanded Rate of Descent Table on the inside of the back hard cover for use in planning and executing precision descents under known or approximate groundspeed conditions. 12.11.7.2 Visual Descent Point (VDP). A VDP will be published on most RNAV IAPs. VDPs apply only to aircraft utilizing LP or LNAV minima, not LPV or LNAV/VNAV minimums. 12.11.7.3 Missed Approach Symbology. In order to make missed approach guidance more readily understood, a method has been developed to display missed approach guidance in the profile view through the use of quick reference icons. Due to limited space in the profile area, only four or fewer icons can be shown. However, the icons may not provide representation of the entire missed approach procedure. The entire set of textual missed approach instructions are provided at the top of the approach chart in the pilot briefing. (See FIG ENR 1.5-20.) 12.11.7.4 Waypoints. All RNAV or GPS stand- alone IAPs are flown using data pertaining to the particular IAP obtained from an onboard database, including the sequence of all WPs used for the approach and missed approach, except that step down waypoints may not be included in some TSO-C-129 receiver databases. Included in the database, in most receivers, is coding that informs the navigation system of which WPs are fly-over (FO) or fly-by (FB). The navigation system may provide guidance appropriately -including leading the turn prior to a fly-by WP; or causing overflight of a fly-over WP. Where the navigation system does not provide such guidance, the pilot must accomplish the turn lead or waypoint overflight manually. Chart symbology for the FB WP provides pilot awareness of expected actions. Refer to the legend of the U.S. Terminal Procedures books. 14 FEB 08 31 JULY 08 AIP ENR 1.5-39 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 12.11.7.5 TAAs are described in subparagraph 12.4, Terminal Arrival Area (TAA). When published, the RNAV chart depicts the TAA areas through the use of “icons” representing each TAA area associated with the RNAV procedure (See FIG ENR 1.5-20). These icons are depicted in the plan view of the approach chart, generally arranged on the chart in accordance with their position relative to the aircrafts arrival from the en route structure. The WP, to which navigation is appropriate and expected within each specific TAA area, will be named and depicted on the associated TAA icon. Each depicted named WP is the IAF for arrivals from within that area. TAAs may not be used on all RNAV procedures because of airspace congestion or other reasons. 12.11.7.6 Hot and Cold Temperature Limitations. A minimum and maximum temperature limitation is published on procedures which authorize Baro- VNAV operation. These temperatures represent the airport temperature above or below which Baro- VNAV is not authorized to LNAV/VNAV minimums. As an example, the limitation will read: “Uncompensated Baro-VNAV NA below -8_C (-18_F) or above 47_C (117_F).” This information will be found in the upper left hand box of the pilot briefing. When the temperature is above the high temperature or below the low temperature limit, Baro-VNAV may be used to provide a stabilized descent to the LNAV MDA; however, extra caution should be used in the visual segment to ensure a vertical correction is not required. If the VGSI is aligned with the published glidepath, and the aircraft instruments indicate on glidepath, an above or below glidepath indication on the VGSI may indicate that temperature error is causing deviations to the glidepath. These deviations should be considered if the approach is continued below the MDA. NOTE- Many systems which apply Baro-VNAV temperature compensation only correct for cold temperature. In this case, the high temperature limitation still applies. Also, temperature compensation may require activation by maintenance personnel during installation in order to be functional, even though the system has the feature. Some systems may have a temperature correction capability, but correct the Baro-altimeter all the time, rather than just on the final, which would create conflicts with other aircraft if the feature were activated. Pilots should be aware of compensation capabilities of the system prior to disregarding the temperature limitations. NOTE- Temperature limitations do not apply to flying the LNAV/VNAV line of minima using approach certified WAAS receivers when LPV or LNAV/VNAV are annunciated to be available. 12.11.7.7 WAAS Channel Number/Approach ID. The WAAS Channel Number is an optional equipment capability that allows the use of a 5-digit number to select a specific final approach segment without using the menu method. The Approach ID is an airport unique 4-character combination for verifying the selection and extraction of the correct final approach segment information from the aircraft database. It is similar to the ILS ident, but displayed visually rather than aurally. The Approach ID consists of the letter W for WAAS, the runway number, and a letter other than L, C or R, which could be confused with Left, Center and Right, e.g., W35A. Approach IDs are assigned in the order that WAAS approaches are built to that runway number at that airport. The WAAS Channel Number and Approach ID are displayed in the upper left corner of the approach procedure pilot briefing. 12.11.7.8 At locations where outages of WAAS vertical guidance may occur daily due to initial system limitations, a negative W symbol ( ) will be placed on RNAV (GPS) approach charts. Many of these outages will be very short in duration, but may result in the disruption of the vertical portion of the approach. The symbol indicates that NOTAMs or Air Traffic advisories are not provided for outages which occur in the WAAS LNAV/VNAV or LPV vertical service. Use LNAV minima for flight planning at these locations, whether as a destination or alternate. For flight operations at these locations, when the WAAS avionics indicate that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service. Should an outage occur during the procedure, reversion to LNAV minima may be required. As the WAAS coverage is expanded, the will be removed. 13. Special Instrument Approach Procedures 13.1 Instrument Approach Procedure (IAP) charts reflect the criteria associated with the U.S. Standard for Terminal Instrument [Approach] Procedures (TERPs), which prescribes standardized methods for use in developing IAPs. Standard IAPs are published in the Federal Register (FR) in accordance with 14 FEB 31 JULY 08 AIP ENR 1.5-40 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition Title 14 of the Code of Federal Regulations, Part 97, and are available for use by appropriately qualified pilots operating properly equipped and airworthy aircraft in accordance with operating rules and procedures acceptable to the FAA. Special IAPs are also developed using TERPS but are not given public notice in the FR. The FAA authorizes only certain individual pilots and/or pilots in individual organizations to use special IAPs, and may require additional crew training and/or aircraft equipment or performance, and may also require the use of landing aids, communications, or weather services not available for public use. Additionally, IAPs that service private use airports or heliports are generally special IAPs.

帅哥

14. Radar Approaches 14.1 The only airborne radio equipment required for radar approaches is a functioning radio transmitter and receiver. The radar controller vectors the aircraft to align it with the runway centerline. The controller continues the vectors to keep the aircraft on course until the pilot can complete the approach and landing by visual reference to the surface. There are two types of radar approaches, “Precision” (PAR) and “Surveillance” (ASR).

帅哥

14.2 A radar approach may be given to any aircraft upon request and may be offered to pilots of aircraft in distress or to expedite traffic; however, a surveillance approach might not be approved unless there is an ATC operational requirement, or in an unusual or emergency situation. Acceptance of a precision or surveillance approach by a pilot does not waive the prescribed weather minimums for the airport or for the particular aircraft operator concerned. The decision to make a radar approach when the reported weather is below the established minimums rests with the pilot.

帅哥

14.3 Precision and surveillance approach minimums are published on separate pages in the Federal Aviation Administration Instrument Approach Procedure charts. 14.3.1 A Precision Approach (PAR) 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 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 continues 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.

帅哥

14.3.2 A Surveillance Approach (ASR) is one in which a controller provides navigational guidance in azimuth only. The pilot is furnished headings to fly to align the aircraft with the extended centerline of the landing runway. Since the radar information used for a surveillance approach is considerably less precise than that used for a precision approach, the accuracy of the approach will not be as great, and higher minimums will apply. Guidance in elevation is not possible but the pilot will be advised when to commence descent to the minimum descent altitude (MDA) or, if appropriate, to an intermediate “step down fix” minimum crossing altitude and subsequently to the prescribed MDA. In addition, the pilot will be advised of the location of the missed approach point (MAP) prescribed for the procedure and the aircrafts position each mile on final from the runway, airport/heliport, or MAP, as appropriate. If requested by the pilot, recommended altitudes will be issued at each mile, based on the descent gradient established for the procedure, down to the last mile that is at or above the MDA. Normally, navigational guidance will be provided until the aircraft reaches the MAP. Controllers will terminate guidance and instruct the pilot to execute a missed approach unless at the MAP 31 JULY 08 AIP ENR 1.5-41 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition the pilot has the runway, airport/heliport in sight or, for a helicopter point-in-space approach, the prescribed visual reference with the surface is established. Also, if at any time during the approach the controller considers that safe guidance for the remainder of the approach cannot be provided, the controller will terminate guidance and instruct the pilot to execute a missed approach. Similarly, guidance termination and missed approach will be effected upon pilot request, and for civil aircraft only, controllers may terminate guidance when the pilot reports the runway, airport/heliport, or visual surface route (point-in-space approach) in sight or otherwise indicates that continued guidance is not required. Radar service is automatically terminated at the completion of a radar approach.

帅哥

NOTE- 1. The published MDA for straight-in approaches will be issued to the pilot before beginning descent. When a surveillance approach will terminate in a circle-to-land maneuver, the pilot must furnish the aircraft approach category to the controller. The controller will then provide the pilot with the appropriate MDA. 2. ASR approaches are not available when an ATC facility is using center radar arts presentation/ processing (CENRAP). 14.3.3 A No-Gyro Approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate. When this occurs, the pilot should so advise ATC and request a No-Gyro vector or approach. Pilots of aircraft not equipped with a directional gyro or other stabilized compass who desire radar handling may also request a No-Gyro vector or approach. The pilot should make all turns at standard rate and should execute the turn immediately upon receipt of instructions. For example, “TURN RIGHT,” “STOP TURN.” When a surveillance or precision approach is made, the pilot will be advised after the aircraft has been turned onto final approach to make turns at half standard rate. 15. Radar Monitoring of Instrument Approaches

帅哥

15.1 PAR facilities operated by the FAA and the military services at some joint-use (civil/military) and military installations monitor aircraft on instrument approaches and issue radar advisories to the pilot when weather is below VFR minimum (1,000 and 3), at night, or when requested by a pilot. This service is provided only when the PAR final approach course coincides with the final approach of the navigational aid and only during the operational hours of the PAR. The radar advisories serve only as a secondary aid since the pilot has selected the navigational aid as the primary aid for the approach.