曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
ceiling 300 overcast, temperature 4, dew point 3,
altimeter 29.73, ILS Runway 4 approach in use, landing and departing Runway 4, advise on initial contact
that you have information Bravo.”
PF (F/O): “We’re planning an ILS approach to Runway
4 at Monroe Regional Airport, page 216, Amdt 21 Alpha.
Localizer frequency is 109.5, SABAR Locator Outer
Marker is 219, Monroe VOR is 117.2, final approach
course is 042º, we’ll cross SABAR at 1,483 feet barometric, decision altitude is 278 feet barometric, touchdown
zone elevation is 78 feet with an airport elevation of 79
feet. Missed approach procedure is climb to 2,000 feet,
then climbing right turn to 3,000 feet direct SABAR locator outer marker and hold. The MSA is 2,200 feet to the
north and along our missed approach course, and 3,100
feet to the south along the final approach course. ADF is
required for the approach and the airport has pilot controlled lighting when the tower is closed, which does not
apply to this approach. The runway has a medium intensity approach lighting system with runway alignment
indicator lights and no VGSI. We need a half-mile visi-
bility so with one mile we should be fine. Runway length
is 7,507 feet. I’m planning a flaps 30 approach, autobrakes 2, left turn on Alpha or Charlie 1 then Alpha, Golf
to the ramp. With a left crosswind, the runway should be
slightly to the right. I’ll use the autopilot until we break
out and, after landing, I’ll slow the aircraft straight
ahead until you say you have control and I’ll contact
ground once we are clear of the runway. In the case of a
missed approach, I’ll press TOGA (Take-off/Go- Around
button used on some turbojets), call ‘go-around thrust,
flaps 15, positive climb, gear up, set me up,’ climb
straight ahead to 2,000 feet then climbing right turn to
3,000 feet toward SABAR or we’ll follow the tower’s
instructions. Any questions?”
PM (CAP): “I’ll back up the auto-speedbrakes. Other
than that, I don’t have any questions.”
INSTRUMENT APPROACH PROCEDURE
SEGMENTS
An instrument approach may be divided into as many
as four approach segments: initial, intermediate, final,
and missed approach. Additionally, feeder routes provide a transition from the en route structure to the IAF.
Figure 5-25. Missed Approach Point Depiction and Steeper than Standard Climb Gradient Requirements.
5-36
5-37
The U.S. Standard for Terminal Instrument Procedures
(TERPS) criteria provides obstacle clearance for each
segment of an approach procedure as shown in Figure
5-27 on page 5-38.
FEEDER ROUTES
By definition, a feeder route is a route depicted on IAP
charts to designate courses for aircraft to proceed from
the en route structure to the IAF. Feeder routes, also
referred to as approach transitions, technically are not
considered approach segments but are an integral part of
many IAPs. Although an approach procedure may have
several feeder routes, pilots normally choose the one
closest to the en route arrival point. When the IAF is part
of the en route structure, there may be no need to designate additional routes for aircraft to proceed to the IAF.
When a feeder route is designated, the chart provides
the course or bearing to be flown, the distance, and the
minimum altitude. En route airway obstacle clearance
criteria apply to feeder routes, providing 1,000 feet of
obstacle clearance (2,000 feet in mountainous areas).
Instrument Approach/Operational
Briefing Items
ATIS
Weather/Terrain
NOTAMS
Approaches in use
Runway conditions
Performance considerations
Feeder route/expected routing
to the planned approach
Traffic
Radar/Non-radar environment
Towered/Non-towered airport
Straight-in/Circling approach
1. Airport/City name
2. Approach title
3. Page number and revision date
4. Primary/Secondary NAVAID
frequencies
5. Final approach course
6. Barometric altitude at OM for
crosscheck
7. Decision Altitude, Decision Height
or Minimum Descent Altitude
(DA,DH, or MDA)
8. Touchdown zone elevation and
airport elevation
9. Missed approach procedure
10. Minimum Safe Altitude
(MSA)
11. Applicable notes
12. Approach Lighting System
13. Visual glide slope indicators
(VGSI) [none in this example]
14. Required visibility (including
inoperative equipment
adjustments)
15. Runway length
16. Planned runway turnoff and
expected taxi route
Aircraft specific items, such as auto-
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本文链接地址：
Instrument Procedures Handbook (IPH)仪表程序手册上(127)
