曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

be started at the FAF of an approach requiring this
method. Many nonprecision approaches designate a specific fix as the MAP. These can be identified by a course
(LOC or VOR) and DME, a cross radial from a VOR, or
an RNAV (GPS) waypoint.
Obstacles or terrain in the missed approach segment
may require a steeper climb gradient than the standard
200 feet per NM. If a steeper climb gradient is
required, a note will be published on the approach chart
plan view with the penetration description and examples of the required FPM rate of climb for a given
groundspeed (future charting will use climb gradient).
An alternative will normally be charted that allows
using the standard climb gradient. [Figure 5-25 on page
5-36] In this example, if the missed approach climb
requirements cannot be met for the Burbank ILS RWY
8 chart, the alternative is to use the LOC RWY 8 that is
charted separately. The LOC RWY 8, S-8 procedure
has a MDA that is 400 foot higher than the ILS RWY 8,
S-LOC 8 MDA, and meets the standard climb gradient
requirement over the terrain.
EXAMPLE APPROACH BRIEFING
During an instrument approach briefing, the
name of the airport and the specific approach
Figure 5-22. Operation Below DA, DH, or MDA.
91.175 TAKEOFF AND LANDING UNDER IFR
(c) Operation below DH or MDA. Where a DH or MDA is
applicable, no pilot may operate an aircraft, except a military
aircraft of the United States, at any airport below the authorized
MDA or continue an approach below the authorized DH unless —
(1) 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, and for
operations conducted under Part 121 or Part 135 unless that
descent rate will allow touchdown to occur within the
touchdown zone of the runway of intended landing.
(2) The flight visibility is not less than the visibility prescribed in
the standard instrument approach procedure being used; and
(3) Except for a Category II or Category III approach where any
necessary visual reference requirements are specified by the
Administrator, at least one of the following visual references
for the intended runway is distinctly visible and identifiable
to the pilot:
(i) The approach light system, except that the pilot
may not descend below 100 feet above the touchdown
zone elevation using the approach lights as a
reference unless the red terminating bars or the red
side row bars are also distinctly visible and
identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual approach slope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
5-34
procedure should be identified to allow other
crewmembers the opportunity to cross-reference
the chart being used for the brief. This ensures
that pilots intending to conduct an instrument
approach have collectively reviewed and verified
the information pertinent to the approach. Figure
5-26 on page 5-37 gives an example of the items
to be briefed and their sequence. Although the
following example is based on multi-crew aircraft, the process is also applicable to single-pilot
operations. A complete instrument approach and
operational briefing example follows.
The approach briefing begins with a general discussion of the ATIS information, weather, terrain,
NOTAMs, approaches in use, runway conditions,
Figure 5-23. Orlando Executive Airport, Orlando, Florida, ILS RWY 7.
performance considerations, expected route to the
final approach course, and the traffic situation. As
the discussion progresses, the items and format of
the briefing become more specific. The briefing can
also be used as a checklist to ensure that all items
have been set up correctly. Most pilots will verbally
brief the specific missed approach procedure so
that it is fresh in their minds and there is no confu-
sion as to who is doing what during a missed
approach. Also, it is a very good idea to brief the
published missed approach even if the tower will
most likely give you alternate instructions in the
event of a missed approach. A typical approach
briefing might sound like the following example for
a flight inbound to the Monroe Regional Airport
(KMLU):
Figure 5-24. Missed Approach Procedure without Holding Pattern.
5-35
ATIS: “Monroe Regional Airport Information Bravo,
time 2253 Zulu, wind 360 at 10, visibility 1 mile, mist,
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(126)