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

IFR Refresher
the criteria for a NoPT designation, but the FAA elected not to designate those routes, probably to reduce chart clutter. This makes the course reversal necessary for ar-rivals along these two routes, and demon-strates lack of uniformity in procedures. At some locations like this, the FAA designs “NoPT arrival sectors,” but Hermiston didn’t get this obviously preferred treat-ment. If nothing else, this serves to demon-strate that not all IAPs are created equal.
An aircraft arriving over PDT cannot proceed southwest on V-536 for the arc in-itial segment unless specifically cleared by ATC. This is because V-536 is an airway, not a feeder route or initial segment for this procedure.
DME not required, but_
Refer to the Ellensburg, WA VOR-A and en route chart (below). While this proce-dure doesn’t require DME, it’s a lot easier with it. The only way to get on the NoPT in-termediate segment is via the l0-DME arc. Otherwise, you must start the approach from the ELN VOR, and execute the proce-dure turn. The ELN VOR is both an initial approach fix for the course reversal, and the final approach fix. Unlike the previous
(continued on page 1.5)

 

 

 

When Are You..
(continued from page 7)
example at Hermiston, there’s no flexibility to establish a NoPT arrival sector at ELN, since this VOR is an IAF/FAF, rather than an IAF/intermediate fix.
According to the FAA chief counsel’s letter mentioned earlier, the DME arc can only be entered from either V-468 from the south, or from V-25 from the north. At this location, all airways that intersect the pub-lished arc meet TERPs criteria for estab-lishing the arc. In many foreign countries, the approving authority publishes all ap-proved methods for joining the arc, similar to the 042-and 055 radials shown on this procedure for arc step-down purposes. The FAA has been urged to update its criteria in this regard, but things move very slowly these days due to budget cuts and early re-tirements of many seasoned technical per-sonnel.

Potential problem
Refer to the Arcata-Eureka, CA ILS Runway 32 and en route chart (on right). This procedure shows how a mistake by the FAA can result in potentially a real problem at a non-radar location. Both charts show Yager Intersection on the localizer. A proper application of both TERPs and charting criteria would require a “NoPT’ route from Yager, since it’s an airway fix that meets NoPT requirements from the southeast.
Also, the approach chart should have a note prohibiting a Yager arrival from the northwest, since a turn from this direction at Yager exceeds the 120-degree turn limit mandated by TERPs (also, a lead radial is required for turns of 91-120 degrees). An arrival over FOT is expected to use the 050-radial feeder route, followed by the proce-dure turn. A DME-equipped aircraft arriv-ing from the southeast on the FOT R-136 would be expected to fly the 20-mile arc.
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：When Are You A Non-Radar Arrival?(4)