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УДК 656.052.13
Islamov D.
Senior lecturer "Air navigation Systems" Department "Engineering technology" Faculty Tashkent State Technical University named after Islam Karimov, Tashkent, Uzbekistan HOW RNAV VISUAL APPROACHES CAN IMPROVE FLIGHT SAFETY
This type of approach has more advantages than both types of approaches, instrument and visual, also depending of reliability satellite system, the approach minimums can be made lower. Usually RNAV Visual scheme is shot and simple, this gives advantages for use in mountain aerodromes. Of course, the result will be saving time and fuel, and less pollution to the atmosphere.
Keywords: approach, visual, satellite system, flight safety.
Исламов Д. старший преподаватель кафедра «Аэронавигационные системы» факультет «Инженерные технологии» Ташкентский государственный технический университет
имени Ислама Каримова Узбекистан, г. Ташкент КАК ВИЗУАЛЬНЫЕ ПОДХОДЫ RNAV МОГУТ УЛУЧШИТЬ БЕЗОПАСНОСТЬ ПОЛЕТОВ.
Этот тип подхода имеет больше преимуществ, чем оба типа подходов, инструментальные и визуальные, а также в зависимости от надежности спутниковой системы, заходы могут быть уменьшены. Обычно визуальная схема RNAV проста, что дает преимущества для использования в горных аэродромах. Конечно, результатом будет экономия времени и топлива, а также меньшее загрязнение атмосферы.
Ключевые слова: подход, визуальная, спутниковая система, безопасность полетов.
The RNAV approach
These approaches include both terrestrial, satellite systems, and include criteria for terminal zones (TAA), criteria for a baseline approach and criteria for a final approach. TAA is a transition from a route structure to a terminal environment that provides minimum absolute heights to overcome obstacles. The TAA is a "T" or "base T" design with left and right reference segments in the initial approach segments perpendicular to the segment of the intermediate approach segment, where the double IF / IAF target is used for the forward procedure (without [NoPT] ) Or containment of the procedure (HILO). Base legs IAFs from 3 to 6 m. Miles from IF / IAF. The base-T is aligned along the runway centerline, with IF 5 m. The mile from the FAF, and the FAF is 5 m. The mile
from the threshold.
Visual approach
The visual approach is the ATC clearance for the aircraft on the flight plan for visual follow-up to the airport of the intended landing; this is not an instrument landing procedure. [4]
A visual approach can be requested by the pilot or suggested by the ATC. Visual approaches are possible when weather conditions allow for permanent visual contact with the destination airport. They are produced in such weather conditions to accelerate the traffic in the IFR. The ceiling must be reported or expected to be at least 1000 feet AGL (above ground level), and visibility - at least 3 SM (miles).
The pilot may agree to a visual approach as soon as the pilot detects the destination airport. According to the ICAO document 4444, it is enough for the pilot to see the landscape in order to take a visual approach. The fact is that if the pilot is familiar with the terrain near the aerodrome, he can easily find the way to the airport, which has a visible surface. Before issuing an ATC permit, it must be ensured that the meteorological conditions at the airport exceed certain minimums (in the US, an upper limit of 1,000 feet or more and visibility of at least 3 miles). According to the ICAO document 4444, it is enough if the pilot reports that, in his opinion, weather conditions allow making a visual approach. In general, the ATC gives information about the weather, but the pilot decides whether the weather is suitable for landing. After the pilot has accepted the permit, he / she assumes responsibility for the separation and prevention of turbulence in the wake and can move as needed for a visual approach. According to the ICAO document 4444, the ATC continues to provide separation between the aircraft making the visual approach and the other arriving and departing aircraft. The pilot may assume responsibility for the separation with the previous aircraft in the event that he / she has the previous aircraft in sight and has been instructed by the ATC.
In the United States, it is required that the aircraft has an airport, a runway or a previous aircraft in sight. [3] It is not enough to have a visible terrain (see #Contact approach). [5]
When a pilot takes a visual approach, the pilot assumes responsibility for establishing a safe landing interval for the previous aircraft, as well as responsibility for avoiding turbulence in the wake and for staying away from the clouds.
Visual Approaches to RNAV
The reason for our safe implementation of visual approaches to RNAV is as follows: Each reasonably designed and properly placed RNAV Visual procedure provides our pilots with useful auxiliary signals and recommendations necessary for standardizing side and vertical paths. We choose them in difficult conditions and in other environments where there is no other reasonable alternative.
In visual meteorological conditions (VMC), RNAV visual procedures are designed to use recommendations for managing the in-flight flight control system (FMS) of a modern aircraft. Reducing the dispersion of lateral and vertical flight
trajectories. Meanwhile, allowing the pilot to rely on external visual signals.
This type of approach has more advantages than both types of approaches, instrument and visual, also depending of reliability satellite system, the approach minimums can be made lower. Usually RNAV Visual scheme is shot and simple, this gives advantages for use in mountain aerodromes. Of course, the result will be saving time and fuel, and less pollution to the atmosphere.
References:
1. "Procedure for approaching the device". Glossary of pilot / control (PDF). FAA. 2016-05-26. Retrieved 2016-08-19. 2012 FAR and AIM series ASA. Aviation Supplies & Academics, Inc. 2011. p. 1013. ISBN 9781560278580.
2. Manual of Procedures, FAA-H-8083-16A. Aviation Supplies & Academics, Inc., 2015. pp. 4-9, 4-11, 4-19, 4-20, 4-41. ISBN 9781619543386. Http ://www.faa. gov/air traffic/publications/atpubs/atc/atc0704.html
3. Instrument Flying Handbook (pdf). FAA. 2012. p. G-12. Retrieved 2013-0506.
4. Circling Approach - the difference between ICAO PANS-OPS and US TERPS, SKYbrary
5. "Order 8260.3" United States Standard for Terminal Instrumentation Procedures (TERPS) "as amended 1-25." FAA. 2012-03-09 .Retrieved 2013-0127.
6. Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS ), Volume II: Construction of Visual and Instrumental Flight Plans (pdf) (5th ed.) ICAO 2006. Retrieved 2013-01-27.
7. Balter, J. Deborah (2004-01-01) .The Air Navigation Dictionary: with Emphasis on the terms of communication ATC. Publishing House Trafford. P. 217. ISBN 9781412008655.
