этапы отбора и ответы. Этапы отбора и ответы. REV2. Этапы отбора в Аэрофлот
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Stabilized approachStabilized approach means that on approach the aircraft has to be in landing configuration, with correct speed, and altitude at certain height above the ground (at 1 000 ft above airfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions). To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this stabilization height: - The aircraft is on the correct flight path - Only small changes in heading/pitch are necessary to maintain the correct flight path - The airspeed is not more than VREF + 20kts indicated speed and not less than VREF - The aircraft is in the correct landing configuration - Sink rate is no greater than 1000 feet/minute; if an approach requires a sink rate greater than 1000 feet/minute a special briefing should be conducted - Power setting is appropriate for the aircraft configuration and is not below the minimum power for the approach as defined by the operating manual - All briefings and checklists have been conducted - Specific types of approach are stabilized if they also fulfil the following: ILS approaches must be flown within one dot of the glide-slope and one quarter dot of the localizer a Category II or III approach must be flown within the expanded localizer band during a circling approach wings should be level on final when the aircraft reaches 300 feet above airport elevation; and, - Unique approach conditions or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. An approach that becomes unstabilised below 1000 feet above airport elevation in IMC or 500 feet above airport elevation in VMC requires an immediate go-around. Отличие Visual App от Circle-to-landCircle-to-land (a circling approach) is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach. When an aircraft intends to land on a runway for which no instrument approach procedure exists, it may descend on the instrument approach to another runway and, provided the required visual references are established at the circling MDA/H, maneuver visually for landing on the desired runway. Therefore, circle-to-land involves instrument approach to one runway then visual maneuvering to land on another runway. Visual approach is an approach by an IFR flight rules when either part or all an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. Visual features used for approach path guidance include features in the airfield environment (especially runways), runway visual approach aids (e.g. runway lights and Visual Approach Slope Indicator Systems (VASIS)) and general landmarks. Side step maneuveringA sidestep is a visual maneuver to land on an adjacent parallel runway. For example when you perform ILS approach to RW 04 R then having established visual contact change RW to 04 L and perform landing visually. Holding procedure & holding area (сколько входов в зону ожидания существует и описать как они выполняются) A holding procedure is a predetermined maneuver that keeps an aircraft within a specified airspace while awaiting further clearance. The standard hold is a racetrack pattern with Rate one turns, i.e. 3° per second, taking four minutes to complete. It may be based on a radio beacon. The standard holding pattern direction is right-hand turns. Therefore, the nonstandard holding pattern direction is left-hand turns. A holding pattern is contained within a holding area, which allows a certain amount of inaccuracy due to wind effect, turning errors, and other variables. It also ensures that aircraft in adjacent patterns do not conflict. Generally speaking, the higher the holding level, the less accurate the indications from a radio beacon, which is why some holding patterns change direction above a certain level to avoid possible confliction. Levels in holding patterns are assigned so as to permit aircraft to approach in their correct order. Normally, the first aircraft to arrive over a holding facility should be at the lowest level with following aircraft at successively higher levels. The first aircraft will descend from the lowest level of the holding stack and commence its approach when instructed. The second aircraft in the approach sequence may be told to descend to the level previously occupied by the first, after the latter has reported vacating it. In recent times there has been increased use of offset VOR/DME procedures. An offset VOR/DME pattern can be established either along an inbound radial to a VOR/DME or along an outbound radial. In both cases, a holding fix is located at a specified range along the designated VOR radial from the co-located DME. In order to hold on an inbound radial, the pilot flies towards the beacon on the designated inbound radial and on reaching the holding fix position carries out a procedure turn on die reciprocal outbound track. At the end of the outbound track, the pilot turns the aircraft to intercept the VOR radial back to the holding fix position. Traffic may also need to hold en route, perhaps because an adjacent ACC is not able to accept the flight immediately because of congestion. Except where otherwise instructed by АТС, holding en route is carried out on tracks parallel to the centerline of the airway, turning right at the reporting point. Whenever possible, pilots will be given a specific tune at which to leave the reporting point and are expected to adjust the pattern accordingly. The three entry procedures into a holding pattern are based on the sector of entry. The three sector regions have been devised based on the direction of the inbound holding track and an imaginary line angled at 70 degrees to the inbound holding track through the fix. Be aware that you may be approaching a holding fix with a track in one sector but a heading in another sector. It may feel strange, but the sector that relates to the aircraft’s heading determines the entry procedure employed. Sector 1 procedure: Parallel entry. Fly to the fix, and turn onto an outbound heading to fly parallel to the inbound track on the non-holding side for a period of 1 minute plus or minus 1 second per knot wind correction. Then turn in the direction of the holding side through more than 180 degrees to intercept the inbound track to the fix. On reaching the fix, turn to follow the holding pattern. Sector 2 procedure: Teardrop entry. Fly to the fix, and turn onto a heading to fly a track on the holding side at 30 degrees offset to the reciprocal of the inbound track for a period of 1 minute plus or minus 1 second per knot wind correction. Then turn in the direction of the holding pattern to intercept the inbound track to the fix. On reaching the fix, turn and follow the holding pattern. Sector 3 procedure: Direct entry. Fly to the fix, and turn to follow the holding pattern. On the face of it, the sector 3 direct entry procedure is the easiest to carry out. But a little thought will show that when joining from the extremities of the sector area, it is necessary to apply some finesse to the procedure. If a full 180-degree or greater turn is required over the fix when joining to take up the outbound heading, then commence turning immediately when you are overhead of the fix. If, however, the turn onto the outbound heading is less than 180 degrees but greater than 70 degrees, then hold your heading for an appropriate time past the fix, approximately 5 to 15 seconds, before commencing a rate 1 turn onto an outbound track. For example, for a turn of 170 degrees, hold your heading for 5 seconds; for a turn of 70 degrees, hold your heading for 15 seconds. If, however, the turn onto the outbound heading is close to 180 degrees, then you are already very close to or on the inbound track of the holding pattern. That is, your joining track is close to the hold’s inbound track. Therefore, simply turn onto a normal outbound track from over the fix, with only small finesse adjustments, as if you are already in the holding pattern. SID, STAR Standard instrument departures (SIDs). A SID details a specific initial route or track from a particular aerodrome runway, often with altitude and, occasionally, speed constraints at specific points along the track. SIDs are designed to minimize conflict with those taken by arriving aircraft. Ideally, the sequence of departing aircraft will be organized so that the first will turn on its desired route one way, the second - the other, and a third will climb straight ahead. Various combinations of these will reduce delay to a minimum and the demands of vortex wake separation are also taken into account. Immediately after take-off an aircraft is transferred to Approach, Departure, or Area Control. Standard instrument arrivals (STARs). A STAR details a specific final route or track onto a particular runway approach, often with altitude and, occasionally, speed constraints at specific points along the track. STARs are usually designed either towards or away from suitable VORs. The arrival tracks join the pattern at a holding fix, an intersection of the outbound track with the limiting DME distance, or at another designated position known as the routeing fix. The holding and routeing fix positions are usually given five-letter identifying designators. A typical STAR designator is the BLUFI Four Arrival at Miami. |