(b)
Special Authorization Category I. DH 150 feet and Runway Visual Range (RVR) 1,400 feet, HUD to DH;
(c)
Category II. DH 100 feet and RVR 1,200 feet (with autoland or HUD to touchdown and noted on authorization, RVR 1,000 feet);
(d)
Special Authorization Category II with Reduced Lighting. DH 100 feet and RVR 1,200 feet with autoland or HUD to touchdown and noted on authorization (touchdown zone, cen-terline lighting, and ALSF–2 are not required);
* * * * *
1–1–19 Global Positioning System (GPS)
a. System Overview
* * * * *
4. … At least one satellite, in addition to those required for navigation, must be in view for the receiver to perform the RAIM function; thus, RAIM needs a minimum of 5 satellites in view, or 4 satellites and a barometric altimeter (baro-aiding) to detect an integrity anomaly. [Baro-aiding satis.es the RAIM requirement in lieu of a .fth satellite.] For receivers capable of doing so, …* * *
* * * * *
e. * * *
1. * * *
Table 1–1–6
* * * * *
3 Requires current database or veri.cation that the procedure has not been amended since the expiration of the database.
* * * * *
f. Equipment and Database Requirements
1. * * *
(a) * * *
(b) All approach procedures to be .own must be retrievable from the current airborne navigation database supplied by the TSO–C129 equipment manufacturer or other FAA approved source. The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints.
* * * * *
n. Flying GPS Approaches
* * * * *
8. Do not attempt to .y an approach unless the procedure in the on-board database is current and identi.ed as “GPS” on the approach chart. The navigation database may contain… * * *
1–1–20 Wide Area Augmentation System (WAAS)
* * * * *
b. Instrument Approach Capabilities
* * * * *
4. WAAS provides a level of service that supports all phases of .ight, including RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV and LPV lines of minima, within system coverage. Some locations close to the edge of the coverage may have a lower availability of vertical guidance.
* * * * *
1–1–21 Ground Based Augmentation System (GBAS) Landing System (GLS)
a. General
1. * * *
Note: GBAS is the ICAO term for Local Area Augmentation Sys-tem (LAAS).
2.
LAAS was developed as an “ILS look-alike” system from the pilot perspective. LAAS is based on GPS signals augmented by ground equipment and has been developed to provide GLS precision approaches similar to ILS at air.elds.
3.
GLS provides guidance similar to ILS approaches for the .nal approach segment; portions of the GLS approach prior to and after the .nal approach segment will be based on Area Navi-gation (RNAV) or Required Navigation Performance (RNP).
4.
The equipment consists of a GBAS Ground Facility (GGF), four reference stations, a VHF Data Broadcast (VDB) uplink antenna, and an aircraft GBAS receiver.
b. Procedure
1.
Pilots will select the .ve digit GBAS channel number of the associated approach within the Flight Management System (FMS) menu or manually select the .ve digits (system depen-dent). Selection of the GBAS channel number also tunes the VDB.
2.
Following procedure selection, con.rmation that the cor-rect LAAS procedure is loaded can be accomplished by cross checking the charted Reference Path Indicator (RPI) or approach ID with the cockpit displayed RPI or audio identi.cation of the RPI with Morse Code (for some systems).
3. The pilot will .y the GLS approach using the same tech-
niques as an ILS, once selected and identi.ed. * * * * *
1–2–1 Area Navigation (RNAV)
a.
* * *
b.
RNAV Operations. * * *
2. RNAV Leg Types. * * *
(a)
Track to Fix. A Track to Fix (TF) leg is intercepted and acquired as the .ight track to the following waypoint. Track to a Fix legs are sometimes called point-to-point legs for this reason. Nar-rative: “on track 087 to CHEZZ WP.” See Figure 1-2-2.
(b) Direct to Fix. * * *
(c)
Course to Fix. A Course to Fix (CF) leg is a path that terminates at a .x with a speci.ed course at that .x. Narrative: “on course 078 to PRIMY WP.” See Figure 1-2-4.
(d) Radius to Fix. * * *
(e)
Heading. A Heading leg may be de.ned as, but not lim-ited to, a Heading to Altitude (VA), Heading to DME range (VD), and Heading to Manual Termination, i.e., Vector (VM). Narrative: “climb heading 350 to 1500”, “heading 265, at 9 DME west of PXR VORTAC, right turn heading 360”, “.y heading 090, expect radar vectors to DRYHT INT.”
中國航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：ASA’s FAR/AIM and Flight Crew 2010 Update(69)
