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5-42
There are three types of procedures based on the
final approach course guidance:
• Precision Approach (PA) — an instrument
approach based on a navigation system that provides course and glidepath deviation information
meeting precision standards. Precision Approach
Radar (PAR), ILS, and Microwave Landing
System (MLS) procedures are examples of PA
procedures.
• Approach with Vertical Guidance (APV) — an
instrument approach based on a navigation system that is not required to meet the precision
approach standards but provides course and
glidepath deviation information. Baro-VNAV,
LDA with glidepath, and LPV are examples of
APV approaches.
• Nonprecision Approach (NPA) — an instrument
approach based on a navigation system that
provides course deviation information but no
glidepath deviation information is considered a
NPA procedure. VOR, TACAN, LNAV, NDB,
LOC and ASR approaches are examples of
NPA procedures.
MISSED APPROACH SEGMENT
The missed approach segment begins at the MAP
and ends at a point or fix where an initial or en route
segment begins. The actual location of the MAP
depends upon the type of approach you are flying.
For example, during a precision or an APV approach,
the MAP occurs at the DA or DH on the glide slope.
For nonprecision approaches, the MAP is either a
fix, NAVAID, or after a specified period of time has
elapsed after crossing the FAF.
APPROACH CLEARANCE
According to FAA Order 7110.65, Air Traffic Control,
clearances authorizing instrument approaches are
issued on the basis that, if visual contact with the
ground is made before the approach is completed, the
entire approach procedure will be followed unless the
pilot receives approval for a contact approach, is
cleared for a visual approach, or cancels the IFR flight
plan.
Approach clearances are issued based on known traffic. The receipt of an approach clearance does not
relieve the pilot of his/her responsibility to comply
with applicable Parts of the CFRs and notations on
instrument approach charts, which impose on the
pilot the responsibility to comply with or act on
an instruction, such as “procedure not authorized
at night.” The name of the approach, as published, is used to identify the approach. Approach
name items within parentheses are not included
in approach clearance phraseology.
VECTORS TO FINAL APPROACH COURSE
The approach gate is an imaginary point used within
ATC as a basis for vectoring aircraft to the final
approach course. The gate will be established along the
final approach course one mile from the FAF on the
side away from the airport and will be no closer than 5
NM from the landing threshold. Controllers are also
required to ensure the assigned altitude conforms to the
following:
• For a precision approach, at an altitude not above
the glide slope/glidepath or below the minimum
glide slope intercept altitude specified on the
approach procedure chart.
• For a nonprecision approach, at an altitude that
will allow descent in accordance with the published procedure.
Further, controllers must assign headings that will permit final approach course interception without exceeding the following:
A typical vector to the final approach course and
associated approach clearance is as follows:
“…four miles from LIMA, turn right heading
three four zero, maintain two thousand until established on the localizer, cleared ILS runway three six
approach.”
Other clearance formats may be used to fit individual
circumstances but the controller should always
assign an altitude to maintain until the aircraft is
established on a segment of a published route or IAP.
The altitude assigned must guarantee IFR obstruction clearance from the point at which the approach
clearance is issued until the aircraft is established on
a published route. Part 91.175 (j) prohibits a pilot
from making a procedure turn when vectored to a
FAF or course, when conducting a timed approach,
or when the procedure specifies “NO PT.”
When vectoring aircraft to the final approach course,
controllers are required to ensure the intercept is at
least 2 NM outside the approach gate. Exceptions
include the following situations, but do not apply to
Distance from Interception
Point to Approach Gate
Maximum
Interception Angle
• Less than 2 NM or with
triple simultaneous
ILS/MLS approaches in
use.
20°
• 2 NM or more 30°
(45°for helicopters)
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(126)