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performance, direction of arrival, airport NOTAMs,
and previous experience at the airport.
NAVIGATION AND COMMUNICATION RADIOS
Once the anticipated approach and runway have been
selected, each crewmember sets up their “side” of the
cockpit. The pilots use information gathered from
ATIS, dispatch (if available), ATC, the specific
approach chart for the approach selected, and any other
5-27
Figure 5-19. Airport Sketch and Diagram for Chicago-O’Hare International.
5-28
sources that are available. Company regulations dictate
how certain things are set up and others are left up to
pilot technique. In general, the techniques used at a
specific company are similar. This section addresses
two-pilot operations. During single-pilot IFR flights,
the same items must be set up and the pilot should still
do an approach briefing to verify that everything is set
up correctly.
The number of items that can be set up ahead of
time depends on the level of automation of the aircraft and the avionics available. In a conventional
cockpit, the only things that can be set up, in
general, are the airspeed bugs (based on performance
calculations), altimeter bug (to DA, DH, or MDA),
go around thrust/power setting, the radio altimeter
bug (if installed and needed for the approach), and
the navigation/communication radios (if a standby
frequency selector is available). The standby side
of the PF navigation radio should be set to the
primary NAVAID for the approach and the PM
navigation radio standby selector should be set to
any other NAVAIDs that are required or available,
and as dictated by company procedures, to add to
the overall situational awareness of the crew. The
automatic direction finder (ADF) should also be
tuned to an appropriate frequency as required by
the approach, or as selected by the crew.
FLIGHT MANAGEMENT SYSTEMS
In addition to the items that are available on a conventional cockpit aircraft, glass-cockpit aircraft, as well as
aircraft with an approved RNAV (GPS) system, usually
give the crew the ability to set the final approach course
for the approach selected and many other options to
increase situational awareness. Crews of FMS
equipped aircraft have many options available as far as
setting up the flight management computer (FMC),
depending on the type of approach and company
procedures. The PF usually programs the FMC for
the approach and the PM verifies the information.
A menu of available approaches is usually available
to select from based on the destination airport
programmed at the beginning of the flight or a
new destination selected while en route.
The amount of information provided for the
approach varies from aircraft to aircraft, but the
crew can make modifications if something is not
pre-programmed into the computer, such as adding
a missed approach procedure or even building an
entire approach for situational awareness purposes
only. The PF can also program a VNAV profile for
the descent and LNAV for segments that were not
programmed during preflight, such as a standard
terminal arrival route (STAR) or expected route to
the planned approach. Any crossing restrictions for
the STAR might need to be programmed as well.
The most common crossing restrictions, whether
mandatory or “to be expected,” are usually automatically programmed when the STAR is selected,
but can be changed by ATC at any time. Other items
that need to be set up are dictated by aircraft-specific procedures, such as autopilot, auto-throttles,
auto-brakes, pressurization system, fuel system,
seat belt signs, anti-icing/de-icing equipment,
igniters, etc.
AUTOPILOT MODES
In general, an autopilot can be used to fly approaches
even if the FMC is inoperative (refer to the specific
airplane’s minimum equipment list [MEL] to determine authorization for operating with the FMC
inoperative). Whether or not the FMC is available,
use of the autopilot should be discussed during the
approach briefing, especially regarding the use of the
altitude pre-selector and auto-throttles, if equipped.
The AFM for the specific airplane outlines procedures and limitations required for the use of the
autopilot during an instrument approach in that
aircraft.
There are just as many different autopilot modes to
climb or descend the airplane, as there are terms for
these modes (ex. Level Change [LVL CHG], Vertical
Speed [V/S], VNAV, Takeoff/Go Around [TO/GA],
etc.). The pilot controls the airplane through the
autopilot by selecting pitch modes and/or roll
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(121)