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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(a)Clearance to “descend via” authorizes pilots to: (1)Vertically and laterally navigate on a STAR/RNAV STAR/FMSP. (2)When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot’s discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restric-tions. NOTE. 1.Air traffic is responsible for obstacle clearance when is-suing a “descend via” instruction to the pilot. The descend via is used in conjunction with STARs/RNAV STARs/ FMSPs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix to which the pilot has been cleared. 2.Air traffic will assign an altitude to cross the waypoint/ fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP. 3.Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs. EXAMPLE. 1.Lateral/routing clearance only. “Cleared Hadly One arrival.” 2.Routing with assigned altitude. “Cleared Hadly One arrival, descend and maintain Flight Level two four zero.” “Cleared Hadly One arrival, descend at pilot’s dis-cretion, maintain Flight Level two four zero.” 3. Lateral/routing and vertical navigation clearance. “Descend via the Civit One arrival.” “Descend via the Civit One arrival, except, cross Arnes at or above one one thousand.” 4. Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure. “Descend via the Haris One arrival, except after Bru-no, maintain one zero thousand.” “Descend via the Haris One arrival, except cross Bru-no at one three thousand then maintain one zero thousand.” 5. Direct routing to intercept a STAR/RNAV STAR/ FMSP and vertical navigation clearance. “Proceed direct Mahem, descend via Mahem One ar-rival.” “Proceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arriv-al.” NOTE. 1.In Example 2, pilots are expected to descend to FL 240 as directed, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a “de-scend via” clearance. 2.In Example 4, the aircraft should track laterally and vertically on the Haris One arrival and should descend so Arrival Procedures 5.4.1 as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend. (b) Pilots cleared for vertical navigation using the phraseology “descend via” shall inform ATC upon initial contact with a new frequency. EXAMPLE. “Delta One Twenty One leaving FL 240, descending via the Civit One arrival.” b.Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate. c.Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing “NO STAR” in the remarks section of the flight plan or by the less desirable method of verbally stating the same to ATC. d.STAR charts are published in the Terminal Procedures Publications (TPP) and are available on subscription from the National Aeronautical Charting Office. e. RNAV STAR. 1.All public RNAV STARs are RNAV1. These procedures require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90.100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV1 procedures require the aircraft’s total system error remain bounded by +1 NM for 95% of the total flight time. 2.For procedures requiring GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation. 5.4.2. Local Flow Traffic Management Pro-gram a. This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise and conserve aviation fuel. The enhancement of safety and reduction of noise is achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12,500 pounds and, by permitting departure aircraft to climb to higher altitudes sooner, as arrivals are operating at higher altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes. b.A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient for the majority of aircraft being served. This will generally result in a descent gradient window of 250.350 feet per nautical mile. |
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