曝光台 注意防骗
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hundredth of a degree; e.g., 3.00 degrees. The angle
will be provided in the graphically depicted descent
profile.
(2) The stabilized approach may be performed
by reference to vertical navigation information
provided by WAAS or LNAV/VNAV systems; or
for LNAV−only systems, by the pilot determining the
appropriate aircraft attitude/groundspeed combination
to attain a constant rate descent which best
emulates the published angle. To aid the pilot, U.S.
Government Terminal Procedures Publication charts
publish an expanded Rate of Descent Table on the
inside of the back hard cover for use in planning and
AIM 2/19/04
5−4−22 Arrival Procedures
executing precision descents under known or
approximate groundspeed conditions.
(b) Visual Descent Point (VDP). A VDP
will be published on most RNAV IAPs. VDPs apply
only to aircraft utilizing LNAV minima, not LPV or
LNAV/VNAV minimums.
(c) Missed Approach Symbology. In order
to make missed approach guidance more readily
understood, a method has been developed to display
missed approach guidance in the profile view through
the use of quick reference icons. Due to limited space
in the profile area, only four or fewer icons can be
shown. However, the icons may not provide
representation of the entire missed approach
procedure. The entire set of textual missed approach
instructions are provided at the top of the approach
chart in the pilot briefing. (See FIG 5−4−9).
(d) Waypoints. All RNAV or GPS stand−
alone IAPs are flown using data pertaining to the
particular IAP obtained from an onboard database,
including the sequence of all WPs used for the
approach and missed approach, except that step down
waypoints may not be included in some TSO−C129
receiver databases. Included in the database, in most
receivers, is coding that informs the navigation
system of which WPs are fly−over (FO) or fly−by
(FB). The navigation system may provide guidance
appropriately − including leading the turn prior to a
fly−by WP; or causing overflight of a fly−over WP.
Where the navigation system does not provide such
guidance, the pilot must accomplish the turn lead or
waypoint overflight manually. Chart symbology for
the FB WP provides pilot awareness of expected
actions. Refer to the legend of the U.S. Terminal
Procedures books.
(e) TAAs are described in paragraph 5−4−5d,
Terminal Arrival Area (TAA). When published, the
RNAV chart depicts the TAA areas through the use of
“icons” representing each TAA area associated with
the RNAV procedure (See FIG 5−4−9). These icons
are depicted in the plan view of the approach chart,
generally arranged on the chart in accordance with
their position relative to the aircraft’s arrival from the
en route structure. The WP, to which navigation is
appropriate and expected within each specific TAA
area, will be named and depicted on the associated
TAA icon. Each depicted named WP is the IAF for
arrivals from within that area. TAAs may not be used
on all RNAV procedures because of airspace
congestion or other reasons.
(f) Cold Temperature Limitations. A
minimum temperature limitation is published on
procedures which authorize Baro−VNAV operation.
This temperature represents the airport temperature
below which use of the Baro−VNAV is not authorized
to the LNAV/VNAV minimums. An example
limitation will read: “Baro−VNAV NA below
−20C(−4F).” This information will be found in the
upper left hand box of the pilot briefing.
NOTE−
Temperature limitations do not apply to flying the
LNAV/VNAV line of minima using approach certified
WAAS receivers.
(g) WAAS Channel Number/Approach ID.
The WAAS Channel Number is an equipment
optional capability that allows the use of a 5−digit
number to select a specific final approach segment.
The Approach ID is an airport unique 4−letter
combination for verifying selection of the correct
final approach segment, e.g. W−35L, where W stands
for WAAS and 35L is runway 35 left. The WAAS
Channel Number and Approach ID will be displayed
in the upper left corner of the approach procedure
pilot briefing.
(h) At locations where outages of WAAS
vertical guidance may occur daily due to initial
system limitations, a negative W symbol ( ) will be
placed on RNAV (GPS) approach charts. Many of
these outages will be very short in duration, but may
result in the disruption of the vertical portion of the
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AIM航空信息手册2004上(195)
