時(shí)間：2011-04-18 00:50來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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NOTE. When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end of the outbound leg will be reached when the DME/ATD reads 20 NM. FIG 5.3.7 GPS/RNAV Holding NOTE. The inbound course is always toward the waypoint and the ATD is zero at the waypoint. The end of the outbound leg of the holding pattern is reached when the ATD reads the specified distance. En Route Procedures 5.3.13 6. Pilot Action. (a)Start speed reduction when 3 minutes or less from the holding fix. Cross the holding fix, initially, at or below the maximum holding airspeed. (b)Make all turns during entry and while holding at: (1)3 degrees per second; or (2)30 degree bank angle; or (3)25 degree bank provided a flight director system is used. NOTE. Use whichever requires the least bank angle. (c)Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound. (d)Determine entry turn from aircraft heading upon arrival at the holding fix; +/.5 degrees in heading is considered to be within allowable good operating limits for determining entry. (e)Advise ATC immediately what increased airspeed is necessary, if any, due to turbulence, icing, etc., or if unable to accomplish any part of the holding procedures. When such higher speeds become no longer necessary, operate according to the appro-priate published holding speed and notify ATC. 7. Nonstandard Holding Pattern. Fix end and outbound end turns are made to the left. Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in the standard pattern. k. When holding at a fix and instructions are received specifying the time of departure from the fix, the pilot should adjust the aircraft’s flight path within the limits of the established holding pattern in order to leave the fix at the exact time specified. After departing the holding fix, normal speed is to be resumed with respect to other governing speed requirements, such as terminal area speed limits, specific ATC requests, etc. Where the fix is associated with an instrument approach and timed approaches are in effect, a procedure turn shall not be executed unless the pilot advises ATC, since aircraft holding are expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received. l. Radar surveillance of outer fix holding pattern airspace areas. 1.Whenever aircraft are holding at an outer fix, ATC will usually provide radar surveillance of the outer fix holding pattern airspace area, or any portion of it, if it is shown on the controller’s radar scope. 2.The controller will attempt to detect any holding aircraft that stray outside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area. NOTE. Many factors could prevent ATC from providing this additional service, such as workload, number of targets, precipitation, ground clutter, and radar system capability. These circumstances may make it unfeasible to maintain radar identification of aircraft to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether controllers believe they are in a position to provide it and does not relieve a pilot of their responsibility to adhere to an accepted ATC clearance. 3. If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequent-ly cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern would only be a segment of the IAP if it is published on the instrument procedure chart and is used in lieu of a procedure turn. m. For those holding patterns where there are no published minimum holding altitudes, the pilot, upon receiving an approach clearance, must maintain the last assigned altitude until leaving the holding pattern and established on the inbound course. Thereafter, the published minimum altitude of the route segment being flown will apply. It is expected that the pilot will be assigned a holding altitude that will permit a normal descent on the inbound course. En Route Procedures 5.3.14 Section 4. Arrival Procedures 5.4.1. Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals a. A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. RNAV STAR/FMSP procedures for arrivals serve the same purpose but are only used by aircraft equipped with FMS or GPS. The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures. 1. STAR/RNAV STAR/FMSP procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” “Expect” altitudes/speeds are not considered STAR/RNAV STAR/FMSP procedures crossing restrictions unless verbally issued by ATC. NOTE. The “expect” altitudes/speeds are published so that pilots may have the information for planning purposes. These altitudes/speeds shall not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance. REFERENCE. 14 CFR Section 91.185(c)(2)(iii). 2. Pilots navigating on STAR/RNAV STAR/ FMSP procedures shall maintain last assigned altitude until receiving authorization to descend so as to comply with all published/issued restrictions. This authorization will contain the phraseology “DESCEND VIA.” |
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