时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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Arrival Procedures 5.4.44 The pilot is not expected to exceed 1,000 feet per minute rate of descent in the event a descending breakout is issued. 5.4.17. Simultaneous Converging Instrument Approaches a.ATC may conduct instrument approaches simultaneously to converging runways; i.e., runways having an included angle from 15 to 100 degrees, at airports where a program has been specifically approved to do so. b.The basic concept requires that dedicated, separate standard instrument approach procedures be developed for each converging runway included. Missed Approach Points must be at least 3 miles apart and missed approach procedures ensure that missed approach protected airspace does not overlap. c.Other requirements are: radar availability, nonintersecting final approach courses, precision (ILS/MLS) approach systems on each runway and, if runways intersect, controllers must be able to apply visual separation as well as intersecting runway separation criteria. Intersecting runways also require minimums of at least 700 foot ceilings and 2 miles visibility. Straight in approaches and landings must be made. d.Whenever simultaneous converging approaches are in progress, aircraft will be informed by the controller as soon as feasible after initial contact or via ATIS. Additionally, the radar controller will have direct communications capability with the tower controller where separation responsibility has not been delegated to the tower. 5.4.18. 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. a. Unique characteristics of RNP SAAAR Approaches 1. RNP value. Each published line of minima has an associated RNP value. The indicated value defines the lateral and vertical performance AIM 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). 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. 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. 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. 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. 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. Arrival Procedures 5.4.45 b. Types of RNP SAAAR Approach Operations 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. 2.RNP Parallel Approach (RPA) Operations. RNP SAAAR procedures can be used for parallel approaches where the runway separation is adequate (See FIG 5.4.23). 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 5.4.23 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 5.4.24). 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 5.4.24 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 5.4.25). 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. |
