時間：2011-04-18 00:50來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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Arrival Procedures 5.4.51 FIG 5.4.28 Circling and Missed Approach Obstruction Clearance Areas DECISION TO MISS HERE CLIMBING TURN CLIMBING TURN X DECISION TO MISS HERE VOR FIG 5.4.29 Missed Approach h. Missed approach obstacle clearance is predicated on beginning the missed approach procedure at the Missed Approach Point (MAP) from MDA or DA and then climbing 200 feet/NM or greater. Initiating a go.around after passing the published MAP may result in total loss of obstacle clearance. To compensate for the possibility of reduced obstacle clearance during a go.around, a pilot should apply procedures used in takeoff planning. Pilots should refer to airport obstacle and departure data prior to initiating an instrument approach procedure. Such information may be found in the “TAKE.OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES” section of the U.S. TERMINAL PROCEDURES publication. 5.4.22. Visual Approach a.A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding identified aircraft in sight. This approach must be authorized and controlled by the appropriate air traffic control facility. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. ATC may authorize this type approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in visual meteorological conditions. Cloud clearance requirements of 14 CFR Section 91.155 are not applicable, unless required by operation specifications. b.Operating to an Airport Without Weather Reporting Service. ATC will advise the pilot when weather is not available at the destination airport. ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1,000 feet and visibility 3 miles or greater (e.g., area weather reports, PIREPs, etc.). c.Operating to an Airport With an Operating Control Tower. Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel, intersecting, or converging runway. When operating to airports with parallel runways separated by less than 2,500 feet, the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by ATC. When operating to parallel runways separated by at Arrival Procedures 5.4.52 least 2,500 feet but less than 4,300 feet, controllers will clear/vector aircraft to the final at an angle not greater than 30 degrees unless radar, vertical, or visual separation is provided during the turn-on. The purpose of the 30 degree intercept angle is to reduce the potential for overshoots of the final and to preclude side-by-side operations with one or both aircraft in a belly-up configuration during the turn-on. Once the aircraft are established within 30 degrees of final, or on the final, these operations may be conducted simultaneously. When the parallel runways are separated by 4,300 feet or more, or intersecting/converging runways are in use, ATC may authorize a visual approach after advising all aircraft involved that other aircraft are conducting operations to the other runway. This may be accomplished through use of the ATIS. d.Separation Responsibilities. If the pilot has the airport in sight but cannot see the aircraft to be followed, ATC may clear the aircraft for a visual approach; however, ATC retains both separation and wake vortex separation responsibility. When visually following a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation. e.A visual approach is not an IAP and therefore has no missed approach segment. If a go around is necessary for any reason, aircraft operating at controlled airports will be issued an appropriate advisory/clearance/instruction by the tower. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance. Separation from other IFR aircraft will be maintained under these circumstances. f.Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired. g.Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation responsibility. REFERENCE. AIM, Canceling IFR Flight Plan, Paragraph 5.1.14. AIM h. Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to advisory frequency. 5.4.23. Charted Visual Flight Procedure (CVFP)a.CVFPs are charted visual approaches established for environmental/noise considerations, and/or when necessary for the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft. b.These procedures will be used only at airports with an operating control tower. c.Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only. d.Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are recommended only. Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate. e.When landmarks used for navigation are not visible at night, the approach will be annotated “PROCEDURE NOT AUTHORIZED AT NIGHT.” f.CVFPs usually begin within 20 flying miles from the airport. g.Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts. h.CVFPs are not instrument approaches and do not have missed approach segments. |
