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

a modification of the “T.” The “T” design
incorporates from one to three IAFs; an intermediate
fix (IF) that serves as a dual purpose IF (IAF); a final
approach fix (FAF), and a missed approach point
(MAP) usually located at the runway threshold. The
three IAFs are normally aligned in a straight line
perpendicular to the intermediate course, which is an
extension of the final course leading to the runway,
forming a “T.” The initial segment is normally from
3−6 NM in length; the intermediate 5−7 NM, and the
final segment 5 NM. Specific segment length may be
varied to accommodate specific aircraft categories
for which the procedure is designed. However, the
published segment lengths will reflect the highest
category of aircraft normally expected to use the
procedure.
(a) A standard racetrack holding pattern may
be provided at the center IAF, and if present may be
necessary for course reversal and for altitude
adjustment for entry into the procedure. In the latter
case, the pattern provides an extended distance for the
descent required by the procedure. Depiction of this
pattern in U.S. Government publications will utilize
the “hold−in−lieu−of−PT” holding pattern symbol.
8/5/04 AIM
Arrival Procedures 5−4−7
(b) The published procedure will be annotated
to indicate when the course reversal is not
necessary when flying within a particular TAA area;
e.g., “NoPT.” Otherwise, the pilot is expected to
execute the course reversal under the provisions of
14 CFR Section 91.175. The pilot may elect to use
the course reversal pattern when it is not required by
the procedure, but must inform air traffic control and
receive clearance to do so. (See FIG 5−4−1 and
FIG 5−4−2).
FIG 5−4−1
Basic “T” Design
AIM 8/5/04
5−4−8 Arrival Procedures
FIG 5−4−2
Basic “T” Design
FIG 5−4−3
Modified Basic “T”
2/19/04 AIM
Arrival Procedures 5−4−9
3. The “T” design may be modified by the
procedure designers where required by terrain or air
traffic control considerations. For instance, the “T”
design may appear more like a regularly or irregularly
shaped “Y”, or may even have one or both outboard
IAFs eliminated resulting in an upside down “L” or
an “I” configuration. (See FIG 5−4−3 and
FIG 5−4−10). Further, the leg lengths associated with
the outboard IAFs may differ. (See FIG 5−4−5 and
FIG 5−4−6).
4. Another modification of the “T” design may
be found at airports with parallel runway configurations.
Each parallel runway may be served by its own
“T” IAF, IF (IAF), and FAF combination, resulting in
parallel final approach courses. (See FIG 5−4−4).
Common IAFs may serve both runways; however,
only the intermediate and final approach segments for
the landing runway will be shown on the approach
chart. (See FIG 5−4−5 and FIG 5−4−6).
FIG 5−4−4
Modified “T” Approach to Parallel Runways
AIM 2/19/04
5−4−10 Arrival Procedures
FIG 5−4−5
“T” Approach with Common IAFs to Parallel Runways
FIG 5−4−6
“T” Approach with Common IAFs to Parallel Runways
2/19/04 AIM
Arrival Procedures 5−4−11
FIG 5−4−7
TAA Area
5. The standard TAA consists of three areas
defined by the extension of the IAF legs and the
intermediate segment course. These areas are called
the straight−in, left−base, and right−base areas. (See
FIG 5−4−7). TAA area lateral boundaries are
identified by magnetic courses TO the IF (IAF). The
straight−in area can be further divided into
pie−shaped sectors with the boundaries identified by
magnetic courses TO the IF (IAF), and may contain
stepdown sections defined by arcs based on RNAV
distances (DME or ATD) from the IF (IAF). The
right/left−base areas can only be subdivided using
arcs based on RNAV distances from the IAFs for
those areas. Minimum MSL altitudes are charted
within each of these defined areas/subdivisions that
provide at least 1,000 feet of obstacle clearance, or
more as necessary in mountainous areas.
(a) Prior to arriving at the TAA boundary, the
pilot can determine which area of the TAA the aircraft
　
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