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

frequency. The tower controller transmits and
receives in a normal fashion on the primary frequency
and also transmits on the PRM monitor frequency.
The monitor controller’s transmissions override on
both frequencies. The pilots flying the approach will
listen to both frequencies but only transmit on the
primary tower frequency. If the PRM monitor
controller initiates a breakout and the primary
frequency is blocked by another transmission, the
breakout instruction will still be heard on the PRM
monitor frequency.
20.6.3 Hand−flown Breakouts. The use of the
autopilot is encouraged while flying an ILS/PRM or
LDA/PRM approach, but the autopilot must be
disengaged in the rare event that a breakout is issued.
Simulation studies of breakouts have shown that a
hand−flown breakout can be initiated consistently
faster than a breakout performed using the autopilot.
20.6.4 TCAS. The ATC breakout instruction is the
primary means of conflict resolution. TCAS, if
installed, provides another form of conflict resolution
in the unlikely event other separation standards
would fail. TCAS is not required to conduct a closely
spaced approach.
The TCAS provides only vertical resolution of
aircraft conflicts, while the ATC breakout instruction
provides both vertical and horizontal guidance for
conflict resolutions. Pilots should always immediately
follow the TCAS Resolution Advisory (RA),
whenever it is received. Should a TCAS RA be
received before, during, or after an ATC breakout
instruction is issued, the pilot should follow the RA,
even if it conflicts with the climb/descent portion of
the breakout maneuver. If following an RA requires
deviating from an ATC clearance, the pilot shall
advise ATC as soon as practical. While following an
RA, it is extremely important that the pilot also
comply with the turn portion of the ATC breakout
instruction unless the pilot determines safety to be
factor. Adhering to these procedures assures the pilot
that acceptable “breakout” separation margins will
always be provided, even in the face of a normal
procedural or system failure.
20.6.5 Breakouts. The probability is extremely low
that an aircraft will “blunder” from its assigned
approach course and enter the NTZ, causing ATC to
“breakout” the aircraft approaching on the adjacent
ILS course. However, because of the close proximity
of the final approach courses, it is essential that pilots
follow the ATC breakout instructions precisely and
expeditiously. The controller’s “breakout” instructions
provide conflict resolution for the threatened
aircraft, with the turn portion of the “breakout” being
the single most important element in achieving
maximum protection. A descending breakout will
only be issued when it is the only controller option. In
no case will the controller descend an aircraft below
the MVA, which will provide at least 1,000 feet
31 JULY 08
AIP ENR 1.5−53
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
clearance above obstacles. The pilot is not expected
to exceed 1,000 feet per minute rate of descent in the
event a descending breakout is issued.
21. Simultaneous Converging Instrument
Approaches
21.1 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.
21.2 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.
21.3 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.
21.4 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
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：AIP航行情報匯編2(102)