時間：2011-04-18 00:50來源：藍天飛行翻譯 作者：航空 點擊：次
|
4. Required Navigation Performance (RNP)(a)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. (b)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 Arrival Procedures 5.4.21 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. 5. Chart Terminology (a)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. (b)Minimum Descent Altitude (MDA) has been in use for many years, and will continue to be used for the LNAV only and circling procedures. (c)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. 6. The MINIMA FORMAT will also change slightly. (a) 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. CIRCLING minima will also be provided. (b)The minima title box indicates the nature of the minimum altitude for the IAP. For example: (1)DA will be published next to the minima line title for minimums supporting vertical guidance such as for GLS, LPV or LNAV/VNAV. (2)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. (3)Where two or more systems, such as LPV and LNAV/VNAV, share the same minima, each line of minima will be displayed separately. 7. Chart Symbology changed slightly to include: (a)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. (1)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. (2)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 Arrival Procedures 5.4.22 back hard cover for use in planning and executing precision descents under known or approximate groundspeed conditions. (b)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. (c)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 5.4.9). |
