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For “Copter” approaches the primary width is ± 0.55 NM from
centerline at the FAF and tapers to ±0.4 NM at the MAP.
The HAL is ±0.3 NM on the final approach segment (FAS).
NOTE: GPS C129 – Class C1 (FMS equipped) Flight
Director/Autopilot required since 1.0 NM scaling on the CDI is used.
For Airplane approaches CDI ±1/5 FSD and for Copter approaches
CDI ± 1/10 FSD (scale ±1.0 NM).
CDI ±3/4 FSD (scale ±1.0 NM).
For missed approaches the
primary width at the MAP is 0.5
NM and splays to ±4.0 NM from
centerline at 15 NM from the MAP.
For Copter approaches CDI ±1/2
FSD (scale ±1.0 NM). For missed
approaches the primary width at
the MAP is ±0.4 NM and splays to
±1.5 NM from centerline at 7.5 NM
from the MAP.
The HAL is ±1.0 NM within 30 NM
of the ARP.
Terminal (within 30 NM of the
ARP). CDI ±3/4 FSD (scale
±1.0 NM).
En route (more than 30 NM
from the ARP) CDI ±1/2 FSD
(scale ±5.0 NM).
The HAL for terminal holding is
±1.0 NM within 30 NM of the
ARP and ±2 NM when more
than 30 NM from the ARP.
CDI ±3/4 FSD lateral and vertical (LPV scale is ±2 degrees or ±0.3 NM
FSD at the FAF whichever is less. Nonprecision scale is ±0.3 NM).
LPV/LNAV approaches are similar to ILS/LOC approaches.
LNAV (nonprecision): The CDI scaling for not vectored to final
(VTF) approaches starts out with a linear width of ±1 NM FSD on
the intermediate segment. At 2 NM prior to the FAF the scaling
begins a change to either an angular ±2 degrees taper or ±0.3 NM
FSD whichever is smaller. This change must be completed at the
FAF. At the landing threshold point (LTP) the angular scale then
becomes linear again with a width of approximately ±350 feet from
centerline. For VTF approaches the CDI scaling starts out linear at
±1 NM FSD and changes to a ±2 degrees taper FSD and then
becomes linear again with a width of approximately 350 feet from
centerline at the LTP.
Approaching the runway, a LPV nominal 3 degrees glidepath starts
out linear (±150 M FSD) and then approximately 6 NM from the
landing threshold becomes angular at a width of ±0.75 degrees
and then becomes linear again as early as approximately 1.9 NM
from the GPI for a ±45 M FSD or as small as a ±15 M FSD at a
distance of approximately 0.6 NM from the landing threshold
(depending on the manufacturer).
The normal length of final is 5.0 NM from the threshold. The final
approach obstacle clearance area width at the FAF is approximately ±4,000 feet from centerline and tapers to ±700 feet from
centerline 200 feet from the runway threshold.
The final approach OCS can be as small as 500 feet below
glidepath at the FAF. At a DA point located 3,000 feet from the
threshold, the OCS may be as small as 118 feet below the
glidepath.
The HAL for LNAV is 0.3 NM. The HAL for LPV is 40 M and the
vertical alarm limit (VAL) starts out at 150 M and may be as large
as 45 M near the LTP.
CDI ±1/2 FSD (From the LTP to
the DER the scale is approximately ±350 feet wide and then
changes ±0.3 NM at the DER)
The primary width at the DA point
for missed approaches (aligned
within 3 degrees of the final
approach course) is approximately
±1,000 feet from centerline and
splays outward for 8,341 feet until
reaching a width of ±3,038 feet
from centerline.
The HAL for missed approaches
aligned within 3 degrees of the
final approach course is ±0.3 NM
at the DER and then changes to a
HAL of ±1 NM at the turn initiation
point for the first waypoint in the
missed approach.
CDI ±3/4 FSD for terminal or
en route holding (scale ±1.0
NM terminal and ±2.0 NM en
route).
The HAL is 1.0 NM when within
30 NM of the ARP and 2.0 NM
beyond 30 NM of the ARP.
B-10
C-1
AC — advisory circular
ACARS — aircraft communications
addressing and reporting system
ACAS — airborne collision avoidance system
AD — airworthiness directive
ADF — automatic direction finder
ADS — automatic dependent surveillance
ADS-B — automatic dependent surveillance-broadcast
AER — approach end of runway
AFCS — automatic flight control
system
A/FD — airport/facility directory
AFM — airplane flight manual or
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(180)