時(shí)間：2011-04-18 00:50來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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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. 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. 4.Since one of the reasons for publishing a circ-ling only instrument landing procedure 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 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. 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 indic-ation 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 AIM must keep in mind the information in this paragraph and in paragraph 5.4.5j. j. 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, obstruc-tions, 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. 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. 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 Arrival Procedures 5.4.19 for a “normal” glidepath, due to its location down the runway. 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)). k. Area Navigation (RNAV) Instrument Approach Charts. Reliance on RNAV systems for instrument operations is becoming more common-place 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 5.4.9). 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 APV procedures as described in paragraph 5.4.5a7. 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. |
