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example, VOR/DME RWY 31). More than one navigation system separated by the word “or” indicates either
type of equipment can be used to execute the final
approach (for example, VOR or GPS RWY 15).
In some cases, other types of navigation systems, including radar, are required to execute other portions of the
approach or to navigate to the IAF (for example, an NDB
procedure turn to an ILS, or an NDB in the missed
approach, or radar required to join the procedure or identify a fix). When ATC radar or other equipment is required
for procedure entry from the en route environment, a note
is charted in the planview of the approach procedure chart
(for example, RADAR REQUIRED or ADF
REQUIRED). When radar or other equipment is required
on portions of the procedure outside the final approach
segment, including the missed approach, a note is charted
in the notes box of the pilot briefing portion of the
approach chart (for example, RADAR REQUIRED or
DME REQUIRED). Notes are not charted when VOR is
5-16
required outside the final approach segment. Pilots should
ensure that the aircraft is equipped with the required
NAVAIDs to execute the approach, including the missed
approach.
COURSES
An aircraft that has been cleared to a holding fix and
subsequently “cleared…approach,” normally does not
receive new routing. Even though clearance for the
approach may have been issued prior to the aircraft
reaching the holding fix, ATC would expect the pilot to
proceed via the holding fix which was the last assigned
route, and the feeder route associated with that fix, if a
feeder route is published on the approach chart, to the
IAF to commence the approach. When cleared for the
approach, the published off-airway (feeder) routes that
lead from the en route structure to the IAF are part of
the approach clearance.
If a feeder route to an IAF begins at a fix located along
the route of flight prior to reaching the holding fix, and
clearance for an approach is issued, a pilot should commence the approach via the published feeder route; for
example, the aircraft would not be expected to overfly
the feeder route and return to it. The pilot is expected to
commence the approach in a similar manner at the IAF,
if the IAF for the procedure is located along the route
of flight to the holding fix.
If a route of flight directly to the IAF is desired, it
should be so stated by the controller with phraseology
to include the words “direct,” “proceed direct,” or a
similar phrase that the pilot can interpret without question. When a pilot is uncertain of the clearance, ATC
should be queried immediately as to what route of
flight is preferred.
The name of an instrument approach, as published, is
used to identify the approach, even if a component of
the approach aid is inoperative or unreliable. The controller will use the name of the approach as published,
but must advise the aircraft at the time an approach
clearance is issued that the inoperative or unreliable
approach aid component is unusable. (Example:
“Cleared ILS RWY 4, glide slope unusable.”)
Figure 5-12. Cheyenne (KCYS), Cheyenne, Wyoming, ILS or LOC RWY 27.
5-17
AREA NAVIGATION COURSES
RNAV (GPS) approach procedures introduce their own
tracking issues because they are flown using an
onboard navigation database. They may be flown as
coupled approaches or flown manually. In either case,
navigation system coding is based on procedure design,
including waypoint (WP) sequencing for an approach
and missed approach. The procedure design will indicate whether the WP is a fly-over or fly-by, and will
provide appropriate guidance for each. A fly-by (FB)
waypoint requires the use of turn anticipation to avoid
overshooting the next flight segment. A fly-over (FO)
waypoint precludes any turn until the waypoint is overflown, and is followed by either an intercept maneuver
of the next flight segment or direct flight to the next
waypoint.
Approach waypoints, except for the missed approach
waypoint (MAWP) and the missed approach holding
waypoint (MAHWP), are normally fly-by waypoints.
Notice that in the planview for figure 5-13 there are five
fly-by waypoints, but only the circled waypoint symbols at RWY 13 and SMITS are fly-over waypoints. If
flying manually to a selected RNAV waypoint, pilots
should anticipate the turn at a fly-by waypoint to ensure
a smooth transition and avoid overshooting the next
flight segment. Alternatively, for a fly-over waypoint,
no turn is accomplished until the aircraft passes the
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(114)