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

here are shown with the TAA around the approach to
aid pilots in visualizing how the TAA corresponds to
the approach and should not be confused with the
actual approach chart depiction.
(d) Each waypoint on the “T”, except the
missed approach waypoint, is assigned a pronounceable
5-character name used in air traffic control
communications, and which is found in the RNAV
databases for the procedure. The missed approach
waypoint is assigned a pronounceable name when it
is not located at the runway threshold.
6. Once cleared to fly the TAA, pilots are
expected to obey minimum altitudes depicted within
the TAA icons, unless instructed otherwise by air
traffic control. In FIG 5-4-8, pilots within the left or
right-base areas are expected to maintain a minimum
altitude of 6,000 feet until within 17 NM of the
associated IAF. After crossing the 17 NM arc, descent
is authorized to the lower charted altitudes. Pilots
approaching from the northwest are expected to
maintain a minimum altitude of 6,000 feet, and when
within 22 NM of the IF (IAF), descend to a minimum
altitude of 2,000 feet MSL until reaching the IF
(IAF).
2/14/08 AIM
Arrival Procedures 5-4-13
FIG 5-4-9
RNAV (GPS) Approach Chart
NOTEThis
chart has been modified to depict new concepts and may not reflect actual approach minima.
AIM 2/14/08
5-4-14 Arrival Procedures
FIG 5-4-10
TAA with Left and Right Base Areas Eliminated
7. Just as the underlying “T” approach procedure
may be modified in shape, the TAA may contain
modifications to the defined area shapes and sizes.
Some areas may even be eliminated, with other areas
expanded as needed. FIG 5-4-10 is an example of a
design limitation where a course reversal is necessary
when approaching the IF (IAF) from certain
directions due to the amount of turn required at the IF
(IAF). Design criteria require a course reversal
whenever this turn exceeds 120 degrees. In this
generalized example, pilots approaching on a bearing
TO the IF (IAF) from 300 clockwise through 060
are expected to execute a course reversal. The term
“NoPT” will be annotated on the boundary of the
TAA icon for the other portion of the TAA.
2/14/08 AIM
Arrival Procedures 5-4-15
FIG 5-4-11
TAA with Right Base Eliminated
8. FIG 5-4-11 depicts another TAA modification
that pilots may encounter. In this generalized
example, the right-base area has been eliminated.
Pilots operating within the TAA between 360clockwise
to 060 bearing TO the IF (IAF) are expected to
execute the course reversal in order to properly align
the aircraft for entry onto the intermediate segment.
Aircraft operating in all other areas from 060 
clockwise to 360 bearing TO the IF (IAF) need not
perform the course reversal, and the term “NoPT”
will be annotated on the TAA boundary of the icon in
these areas. TAAs are no longer being produced with
sections removed; however, some may still exist on
previously published procedures.
AIM 2/14/08
5-4-16 Arrival Procedures
FIG 5-4-12
Examples of a TAA with Feeders from an Airway
9. When an airway does not cross the lateral
TAA boundaries, a feeder route will be established to
provide a transition from the en route structure to the
appropriate IAF. Each feeder route will terminate at
the TAA boundary, and will be aligned along a path
pointing to the associated IAF. Pilots should descend
to the TAA altitude after crossing the TAA boundary
and cleared by air traffic control. (See FIG 5-4-12).
2/14/08 AIM
Arrival Procedures 5−4−17
FIG 5−4−13
Minimum Vectoring Altitude Charts
1500
2000
3000
3000
3000
3500
2500
5000
5500
5
10
15
20
25
30
348 013
057
102
160
250
277
289
N
e. Minimum Vectoring Altitudes (MVAs) are
established for use by ATC when radar ATC is
exercised. MVA charts are prepared by air traffic
facilities at locations where there are numerous
different minimum IFR altitudes. Each MVA chart
has sectors large enough to accommodate vectoring
of aircraft within the sector at the MVA. Each sector
boundary is at least 3 miles from the obstruction
determining the MVA. To avoid a large sector with an
excessively high MVA due to an isolated prominent
obstruction, the obstruction may be enclosed in a
buffer area whose boundaries are at least 3 miles from
the obstruction. This is done to facilitate vectoring
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空信息手冊2008下(7)