曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

qualified over the routes and into airports where scheduled operations are conducted, including areas, routes,
and airports in which special pilot qualifications or special navigation qualifications are needed. For Part 119
certificate holders who conduct operations under Parts
121.443, there are provisions in OpsSpecs under which
operators can comply with this regulation. The following are examples of special airports in the U.S, along
with associated comments:
SPECIAL AIRPORTS COMMENTS
Kodiak, AK Airport is surrounded by mountainous terrain. Any go-around beyond ILS or GCA
MAP will not provide obstruction clearance.
Petersburg, AK Mountainous terrain in immediate vicinity of airport, all quadrants.
Cape Newenham AFS, AK Runway located on mountain slope with high gradient factor; nonstandard instrument
approach.
Washington, DC (National) Special arrival/departure procedures.
Shenandoah Valley, VA Mountainous terrain.
(Stanton-Waynesboro-Harrisonburg)
Aspen, CO High terrain; special procedures.
Gunnison, CO VOR only; uncontrolled; numerous obstructions in airport area; complex departure
procedures.
Missoula, MT Mountainous terrain; special procedures.
Jackson Hole, WY Mountainous terrain; all quadrants; complex departure procedures.
Hailey, ID (Friedman Memorial) Mountainous terrain; special arrival/departure procedures.
Hayden, Yampa Valley, CO Mountainous terrain; no control tower; special engine-out procedures for certain large
airplanes.
Lihue, Kauai, HI High terrain; mountainous to 2,300 feet within 3 miles of the localizer.
Ontario, CA Mountainous terrain and extremely limited visibility in haze conditions.
5-1
This chapter discusses general planning and conduct of
instrument approaches by professional pilots operating
under Title 14 of the Code of Federal Regulations (14
CFR) Parts 91, 121, 125, and 135. Operations specific to
helicopters are covered in Chapter 7. The operations
specifications (OpsSpecs), standard operating procedures (SOPs), and any other Federal Aviation
Administration (FAA) approved documents for each
commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various
authorizations and approach limitations for all operators
is beyond the scope of this chapter, an attempt is made
to give examples from generic manuals where it is
appropriate.
APPROACH PLANNING
Depending on speed of the aircraft, availability of
weather information, and the complexity of the
approach procedure or special terrain avoidance
procedures for the airport of intended landing, the
inflight planning phase of an instrument approach
can begin as far as 100-200 NM from the destination. Some of the approach planning should be
accomplished during preflight. In general, there are
five steps that most operators incorporate into their
Flight Standards manuals for the inflight planning
phase of an instrument approach:
• Gathering weather information, field conditions,
and Notices to Airmen (NOTAMs) for the runway
of intended landing.
• Calculation of performance data, approach speeds,
and thrust/power settings.
• Flight deck navigation/communication and automation setup.
• Instrument approach procedure (IAP) review and,
for flight crews, IAP briefing.
• Operational review and, for flight crews, operational briefing.
Although often modified to suit each individual operator, these five steps form the basic framework for the
inflight-planning phase of an instrument approach. The
extent of detail that a given operator includes in their
SOPs varies from one operator to another; some may
designate which pilot performs each of the above
actions, the sequence, and the manner in which each
action is performed. Others may leave much of the detail
up to individual flight crews and only designate which
tasks should be performed prior to commencing an
approach. Flight crews of all levels, from single-pilot to
multi-crewmember Part 91 operators, can benefit from
the experience of commercial operators in developing
techniques to fly standard instrument approach procedures (SIAPs).
Determining the suitability of a specific IAP can be a
very complex task, since there are many factors that can
limit the usability of a particular approach. There are
several questions that pilots need to answer during preflight planning and prior to commencing an approach. Is
the approach procedure authorized for the company, if
Part 91K, 121, 125, or 135? Is the weather appropriate
for the approach? Is the aircraft currently at a weight that
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(103)