杰普遜航圖6.ppt

1、Chapter 6 Approach Charts,6.1 Introduction 6.2 Layout and Information 6.3 Non-Precision Approaches 6.4 Precision Approach 6.5 Straight-In Approaches 6.6 Approaches with Reversals,Approach charts are graphic representations of instrument approaches that are available at a given airport. The standards

2、 used in designing these instrument approaches are governed by each countrys controlling civil aviation administration (CAA): TERPS PANS-OPS JAR OPS,6.1 Introduction,6.2 Layout and Information,Jeppesens approach charts are designed by pilots for pilots. Take a closer look at a typical Jeppesen appro

3、ach chart to see what information is provided. The Heading The Plan View Profile View Landing Minimums,Heading,Profile View,Plan View,Landing Minimum,6.2.1 Heading,The information in chart heading includes: Heading Border Data(圖邊信息） Communication Row（通信頻率） Pre-Approach Briefing Strip Radials, includ

4、ing lead radials and cross radials; Bearing and courses; Approach transitions, feeder routes, and/or arrival routes, including distances and altitudes; Course reversals, including procedure turns; Holding patterns.,Flight Track,Approach procedure flight track Missed approach track Visual flight trac

5、k High level track,Magnetic Bearings and Courses,True Course Magnetic Heading (Routes without radio aids guidance) Magnetic Course,Radial,Radial,Radial,Radial,Course Reversals and Procedure Turns,Holding Pattern,6.2.2.4 Airspace Fixes,Fixes, reporting points and waypoints are all geographical positi

6、ons or locations that may be used for navigation purposes on an approach procedure course. Fixes and Reporting Points Waypoints Computer Navigation Fixes (CNFs) and Database Identifiers,There are basically two categories of fixes, reporting points, and/or waypoints:,DME Fixes,Waypoints,6.2.3 Profile

7、 View,The profile view schematically(直觀地） portrays a side view of the approach procedure flight path. It begins at the same location as the plan view and contains many of the same symbols; however, it is not drawn to scale.,The symbols in profile view include: Flight tracks, including bearings, dist

8、ances, times, course reversals, Airspace fixes, including FAF, stepdown fix, MAP, visual descent points, and makers Altitudes, including the recommended descent altitude/height Conversion table missed approach points, Lighting and missed approach icons,6.2.3.1 Descent Flight Tracks,(non) Precision A

9、pproach,Glide Slope,MLS Glide Path,Non-precision Glide Slope,High level approach track,Visual flight track,Outbound limited by DME,Outbound limited by Time,6.2.3.2 Airspace Fixes,The flight track from intermediate approach course to final approach course is defined by Marker Beacons, Fixes, Waypoint

10、s and Navaids on the profile view.,FAF/FAP,Fix,Navaid,MAP,For a nonprecision approach procedure, the FAF is indicated on the profile view by a Maltese Cross（馬耳他叉）, if specified by the state source.,FAF/FAP,Stepdown Fixes,After you overfly stepdown fixes, you can further descend to a minimum descent

11、altitude. When you cannot identify a stepdown fix, you must level off at the minimum altitude specified for that fix.,Only one stepdown fix normally is permitted between the final approach fix and the missed approach point.,The MAP (Missed Approach Point) is a point prescribed in each instrument app

12、roach procedure at which a missed approach procedure must be executed if the required visual reference has not been achieved.,MAP,Precision Approach MAP,Nonprecision Approach MAP,For precision approaches, the MAP is the point where you reach the DA(H), while descending on the glide slope. For nonpre

13、cision approaches, the MAP occurs either at a fix defined by a navaid, The conversion table will specify the time at various speeds from the FAF to the MAP.,A VDP (Visual descent point) depicted by the letter V in the profile view, represents the point from which you can make a normal descent to a l

14、anding, provided you have the approach end of the runway in sight and you are at the minimum descent altitude (MDA) . A descent below the MDA should not be started prior to reaching the VDP.,VDP,6.2.3.3 Altitudes,The profile view shows minimum altitudes along the flight track. All altitudes are give

15、n above QNH in feet, followed by a parenthetical(放在括號(hào)里的） number which represent height above the airport elevation (HAA). TDZE is the highest elevation in the first 3,000 feet of the landing surface. TCH (Threshold Crossing Height) is a theoretical height above the runway threshold when you are esta

16、blished on the glide slope descent path.,6.2.3.4 Conversion Tables,For a precision approach, the table lists the glide slope angle,groundspeed and the rate of descent for the ILS glide slope (descent in feet per minute).,For nonprecision approaches, the table relates groundspeed to the distance from

17、 the FAF (the LOM or similar fix) and shows the time in minutes and seconds to fly from FAF or other specified fix to MAP.,For combined ILS and LOC approaches, only one descent table is provided when the ILS glide slope angle and the descent gradient of the LOC approach are coincidental.,6.2.3.5 Lig

18、hting Icons,PAPI: Precision Approach Path indicator,Standard 2-bar VASI,VASI: Visual approach slop indicator,Missed Approach Icons,6.2.4 Landing Minimums,The landing minimums table, found at the bottom of the Jeppesen approach chart, contains two types of minimums that must both be met in order to l

19、egally complete the approach to landing: DA(H)/MDA(H) VIS/RVR,6.2.4.1 Type of Procedure,Landing minimums are affected by any or all of the following factors: Straight-in Sidestep（旁側(cè)進(jìn)近） Circle-to-Land,6.2.4.2 Type of Approach,Another differentiation made in the landing minimums table is the type of a

20、pproach. Category I Precision Category II/III Precision Nonprecision Multiple Approach Types,Category III precision approaches typically do not have a decision altitude and require special certification for the operator and the individual pilot.,Occasionally, a chart portrays more than one type of a

21、pproach procedure on the same chart. In that case, multiple sets of straight-in minimums are provided.,6.2.4.3 Aircraft Approach Category,The type of aircraft affects the landing minimums. The landing minimums table includes divisions for each of four aircraft categories. Each aircraft is placed int

22、o an aircraft approach category based on its computed approach speed. This speed equals 130% of the aircrafts stall speed in the landing configuration at the maximum certificated landing weight.,6.2.4.4 Inoperative Components or Visual Aids,Landing minimums usually increase when a required radio nav

23、igation component or visual aid becomes inoperative. Regulation permit you to make substitutions for certain components when the component is inoperative, or is not utilized during an approach. For example, on an ILS approach, a compass locator or precision approach radar may be substituted for the

24、outer marker where so depicted in the profile view.,When the ILS glide slope is inoperative, the procedure becomes a nonprecision localizer approach, raising the minimum altitude to which you can descend, and changing to a minimum descent altitude rather than a decision altitude.,Glide Slope,Sometim

25、es lower minimums are allowed when you can identify a particular fix in a nonprecision final approach segment. Although DME may not be required to fly the specific approach procedure, the ability to identify a DME fix provides lower minimums.,DME Fixes,Whether or not certain lighting systems (typica

26、lly approach lights, centerline lights, or touchdown zone lights) are working affects the visibility requirements for the approach procedure.,Lighting,Middle Marker,Although in the U.S, the FAA has eliminated the penalty(處罰） for an inoperative middle marker, a few countries (such as Brazil, Chain Ta

27、ipei ) continue the penalty.,Altimeter Setting,When an altimeter setting is derived from a remote source more than 5 miles from the airport reference point, rather than a local altimeter, the DA(H) or MDA(H) is increased by a factor that considers both the remote altimeter as well as the elevation d

28、ifference between the landing airport and the remote altimeter airport.,6.2.4.5 Airport Operating Specifications,There are three primary specifications that Jeppesen applies when determining minimums: ICAO Document 9365, Manual of All-Weather Operations Joint Aviation Regulations Operations (JAR OPS-1 Subpart E) FAA Handbook 8260.3B TERPS,6.2.4.6 Other Factors,In addition to those factors covered in this le