曝光台 注意防骗
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RWY 15). In some cases, other types of navigation
systems may be required to execute other portions of
the approach (e.g., an NDB procedure turn to an ILS
or an NDB in the missed approach). Pilots should
ensure that the aircraft is equipped with the required
NAVAID(s) in order to execute the approach,
including the missed approach. The FAA has initiated
a program to provide a new notation for LOC
approaches when charted on an ILS approach
requiring other navigational aids to fly the final
approach course. The LOC minimums will be
annotated with the NAVAID required e.g., “DME
Required” or “RADAR Required.” During the
transition period, ILS approaches will still exist
without the annotation. The naming of multiple
approaches of the same type to the same runway is
also changing. Multiple approaches with the same
guidance will be annotated with an alphabetical
suffix beginning at the end of the alphabet and
working backwards for subsequent procedures (ILS
Z RWY 28, ILS Y RWY 28, etc.). The existing
annotations such as ILS 2 RWY 28 or Silver ILS
RWY 28 will be phased out and replaced with the new
8/5/04 AIM
Arrival Procedures 5−4−5
designation. The Cat II and Cat III designations are
used to differentiate between multiple ILSs to the
same runway unless there are multiples of the same
type. WAAS (LPV and LNAV/VNAV), and GPS
(LNAV) approach procedures will be charted as
RNAV (GPS) RWY (Number); e.g., RNAV (GPS)
RWY 21. VOR/DME RNAV approaches will
continue to be identified as VOR/DME RNAV RWY
(Number); e.g., VOR/DME RNAV RWY 21.
VOR/DME RNAV procedures which can be flown by
GPS will be annotated with “or GPS” e.g.,
VOR/DME RNAV or GPS RWY 31.
4. Approach minimums are based on the local
altimeter setting for that airport, unless annotated
otherwise; e.g., Oklahoma City/Will Rogers World
approaches are based on having a Will Rogers World
altimeter setting. When a different altimeter source is
required, or more than one source is authorized, it will
be annotated on the approach chart; e.g., use Sidney
altimeter setting, if not received, use Scottsbluff
altimeter setting. Approach minimums may be raised
when a nonlocal altimeter source is authorized. When
more than one altimeter source is authorized, and the
minima are different, they will be shown by separate
lines in the approach minima box or a note; e.g., use
Manhattan altimeter setting; when not available use
Salina altimeter setting and increase all MDAs 40
feet. When the altimeter must be obtained from a
source other than air traffic a note will indicate the
source; e.g., Obtain local altimeter setting on CTAF.
When the altimeter setting(s) on which the approach
is based is not available, the approach is not
authorized. Baro−VNAV must be flown using the
local altimeter setting only. Where no local altimeter
is available, the LNAV/VNAV line will still be
published for use by WAAS receivers with a note that
Baro−VNAV is not authorized. When a local and at
least one other altimeter setting source is authorized
and the local altimeter is not available Baro−VNAV
is not authorized; however, the LNAV/VNAV
minima can still be used by WAAS receivers using the
alternate altimeter setting source.
5. A pilot adhering to the altitudes, flight paths,
and weather minimums depicted on the IAP chart or
vectors and altitudes issued by the radar controller, is
assured of terrain and obstruction clearance and
runway or airport alignment during approach for
landing.
6. IAPs are designed to provide an IFR descent
from the en route environment to a point where a safe
landing can be made. They are prescribed and
approved by appropriate civil or military authority to
ensure a safe descent during instrument flight
conditions at a specific airport. It is important that
pilots understand these procedures and their use prior
to attempting to fly instrument approaches.
7. TERPS criteria are provided for the following
types of instrument approach procedures:
(a) Precision Approach (PA). An instrument
approach based on a navigation system that provides
course and glidepath deviation information meeting
the precision standards of ICAO Annex 10. For
example, PAR, ILS, and GLS are precision
approaches.
(b) Approach with Vertical Guidance (APV).
An instrument approach based on a navigation
system that is not required to meet the precision
approach standards of ICAO Annex 10 but provides
course and glidepath deviation information. For
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