時間：2011-04-18 00:50來源：藍天飛行翻譯 作者：航空 點擊：次
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(a) Prior to arriving at the TAA boundary, the pilot can determine which area of the TAA the aircraft will enter by selecting the IF (IAF) to determine the magnetic bearing TO the center IF (IAF). That bearing should then be compared with the published bearings that define the lateral boundaries of the TAA areas. Using the end IAFs may give a false indication of which area the aircraft will enter. This is critical when approaching the TAA near the extended boundary between the left and right.base areas, especially where these areas contain different minimum altitude requirements. (b) Pilots entering the TAA and cleared by air traffic control, are expected to proceed directly to the IAF associated with that area of the TAA at the altitude depicted, unless otherwise cleared by air traffic control. Cleared direct to an Initial Approach Fix (IAF) without a clearance for the procedure does not authorize a pilot to descend to a lower TAA altitude. If a pilot desires a lower altitude without an approach clearance, request the lower TAA altitude. If a pilot is not sure of what they are authorized or expected to do by air traffic, they should ask air traffic or request a specific clearance. Pilots entering the TAA with two.way radio communications failure (14 CFR Section 91.185, IFR Operations: Two.way Radio Communications Failure), must maintain the highest altitude prescribed by Section 91.185(c)(2) until arriving at the appropriate IAF. Arrival Procedures 5.4.11 FIG 5.4.8 Sectored TAA Areas (c) Depiction of the TAA on U.S. Govern-ment charts will be through the use of icons located in the plan view outside the depiction of the actual approach procedure. (See FIG 5.4.9). Use of icons is necessary to avoid obscuring any portion of the “T” procedure (altitudes, courses, minimum altitudes, etc.). The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure, and will show all TAA minimum altitudes and sector/radius subdivi-sions for that area. The IAF for each area of the TAA is included on the icon where it appears on the ap-proach, to help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon. Examples here are shown with the TAA around the approach to aid pilots in visualizing how the TAA corresponds to the approach and should not be confused with the actual approach chart depiction. (d) Each waypoint on the “T”, except the missed approach waypoint, is assigned a pronounce-able 5.character name used in air traffic control communications, and which is found in the RNAV databases for the procedure. The missed approach waypoint is assigned a pronounceable name when it is not located at the runway threshold. 6. Once cleared to fly the TAA, pilots are expected to obey minimum altitudes depicted within the TAA icons, unless instructed otherwise by air traffic control. In FIG 5.4.8, pilots within the left or right.base areas are expected to maintain a minimum altitude of 6,000 feet until within 17 NM of the associated IAF. After crossing the 17 NM arc, descent is authorized to the lower charted altitudes. Pilots approaching from the northwest are expected to maintain a minimum altitude of 6,000 feet, and when within 22 NM of the IF (IAF), descend to a minimum altitude of 2,000 feet MSL until reaching the IF (IAF). Arrival Procedures 5.4.12 FIG 5.4.9 RNAV (GPS) Approach Chart NOTE. This chart has been modified to depict new concepts and may not reflect actual approach minima. Arrival Procedures 5.4.13 FIG 5.4.10 TAA with Left and Right Base Areas Eliminated 7. Just as the underlying “T” approach proce-dure may be modified in shape, the TAA may contain modifications to the defined area shapes and sizes. Some areas may even be eliminated, with other areas expanded as needed. FIG 5.4.10 is an example of a design limitation where a course reversal is necessary when approaching the IF (IAF) from certain directions due to the amount of turn required at the IF (IAF). Design criteria require a course reversal whenever this turn exceeds 120 degrees. In this generalized example, pilots approaching on a bearing TO the IF (IAF) from 3000 clockwise through 0600are expected to execute a course reversal. The term “NoPT” will be annotated on the boundary of the TAA icon for the other portion of the TAA. Arrival Procedures 5.4.14 FIG 5.4.11 TAA with Right Base Eliminated 8. FIG 5.4.11 depicts another TAA modifica-tion that pilots may encounter. In this generalized example, the right.base area has been eliminated. Pilots operating within the TAA between 3600clock-wise to 0600 bearing TO the IF (IAF) are expected to execute the course reversal in order to properly align the aircraft for entry onto the intermediate segment. Aircraft operating in all other areas from 060 0clockwise to 3600 bearing TO the IF (IAF) need not perform the course reversal, and the term “NoPT” will be annotated on the TAA boundary of the icon in these areas. TAAs are no longer being produced with sections removed; however, some may still exist on previously published procedures. Arrival Procedures 5.4.15 FIG 5.4.12 Examples of a TAA with Feeders from an Airway 9. When an airway does not cross the lateral the TAA boundary, and will be aligned along a path TAA boundaries, a feeder route will be established to pointing to the associated IAF. Pilots should descend provide a transition from the en route structure to the to the TAA altitude after crossing the TAA boundary appropriate IAF. Each feeder route will terminate at and cleared by air traffic control. (See FIG 5.4.12). Arrival Procedures 5.4.16 FIG 5.4.13 Minimum Vectoring Altitude Charts N e. Minimum Vectoring Altitudes (MVAs) are established for use by ATC when radar ATC is exercised. MVA charts are prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes. Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA. Each sector boundary is at least 3 miles from the obstruction determining the MVA. To avoid a large sector with an excessively high MVA due to an isolated prominent obstruction, the obstruction may be enclosed in a buffer area whose boundaries are at least 3 miles from the obstruction. This is done to facilitate vectoring around the obstruction. (See FIG 5.4.13.) |
