Reference : Skybrary\uff0cBoldmethod<\/p>\n
\u8a71\u8aaa\u4eca\u665a\u53c8\u98db\u6a5f\u53cb\u805a\u6703\u651e\u5230d \u9748\u611f\uff0c\u4eca\u665a\u5c31\u5b78\u5e7e\u500b\u751f\u5b57\u5566~<\/p>\n
https:\/\/skybrary.aero\/articles\/decision-altitudeheight-dadh<\/p>\n
Definition<\/p>\n
The Decision Altitude (DA) or Decision Height (DH) is a specified altitude or height in the\u00a0Precision Approach<\/a>\u00a0or approach with vertical guidance at which a\u00a0Missed Approach<\/a>\u00a0must be initiated if the required\u00a0visual reference<\/a>\u00a0to continue the approach has not been established. (ICAO Annex 6)<\/p>\n Missed approach<\/a>\u00a0must be commenced at the DA\/H unless the required visual reference has been established. Calculation of the DA\/H takes into account that the aircraft will descend below the DA\/H during the missed approach.<\/p>\n For more information regarding the calculation of DA\/H see\u00a0Aerodrome Operating Minima<\/a>\u00a0(AOM).<\/p>\n <\/p>\n \u91cd\u9ede\uff1a<\/p>\n <\/p>\n https:\/\/skybrary.aero\/articles\/minimum-safe-altitude-msa#:~:text=Minimum%20Safe%20Altitude%20(MSA)%20is,as%20such%20does%20not%20exist.<\/p>\n Definition<\/p>\n Minimum Safe Altitude (MSA)<\/mark><\/a>\u00a0is a generic expression, used in various cases to denote an altitude below which it is unsafe to fly owing to presence of terrain or obstacles. An ICAO definition of the term “minimum safe altitude” as such does not exist.<\/mark><\/p>\n Description<\/p>\n Minimum altitudes are calculated in relation to the highest terrain or obstacle within a specified area, allowing a buffer for error, and adding a specified margin.<\/p>\n Minimum altitudes associated with\u00a0Controlled Airspace<\/a>\u00a0may be published in the states’\u00a0AIPs<\/a>.<\/p>\n The expression “minimum safe altitude” is also used in relation to the\u00a0Minimum Safe Altitude Warning (MSAW)<\/a>\u00a0function of ATC systems.<\/p>\n Note.<\/strong>\u00a0The acronym MSA is also often used as a substitute for “minimum safe altitude”. However, the\u00a0International Civil Aviation Organisation (ICAO)<\/a>\u00a0definition of the acronym MSA is\u00a0Minimum Sector Altitude (MSA)<\/a>. When the abbreviation MSA is encountered, care should be taken to establish which term it refers to.<\/p>\n \u91cd\u9ede\uff1a<\/p>\n \u56de\u6b78\u4eca\u65e5topic\uff0c\u5230\u5e95\u54a9\u4fc2 \u201cgo-around decision point\u201d ? \u5176\u5be6\u5462\u500bav\u754c\u6709\u7121\u5462\u6a23\u91ce\u6211\u771f\u4fc2\u543e\u77e5\uff0c\u4e0d\u904e\u6211\u505a\u770b\u4e86\u4e00\u4e9b\u6587\u7ae0\u518d\u5538\u5538\uff0c\u5462\u689d\u554f\u984c\u672c\u8eab\u90fd\u4f0f\u4f0f\u5730\uff01<\/p>\n <\/p>\n https:\/\/www.boldmethod.com\/learn-to-fly\/maneuvers\/why-calling-go-around-is-an-action-and-not-a-decsion-point\/<\/p>\n Multi-Crew Flight Deck: Seeing Something The Other Pilot Doesn’t<\/p>\n In the airline world, when a crewmember calls a go-around<\/a>, it’s treated as an action, NOT a decision point. This is for one big reason. Maybe there’s something the “pilot monitoring” sees that you don’t. Every approach should be “flown to a go-around” until a landing assured. It’s one of the reasons that Part 121 operations have such a good safety record.<\/p>\n Go-arounds are penalty-free. On the other hand, ignoring a crewmember’s call for a go-around can lead to serious consequences, especially if there’s an impending threat that caused the pilot monitoring to call “go-around.” In the cases below, two separate pilots ignored go-around calls from their crewmembers. Give them a read, and below we’ll discuss how this applies to general aviation flying.<\/p>\n \u6709\u54a9\u60c5\u6cc1\u8981call go-around? \u53ef\u80fd\u4f8b\u5b50\u6709\uff1a<\/p>\n In both cases, the pilot flying chose not to perform a go-around because they anticipated having the situation under control. Their focus was on managing a singular problem, like descent rate or airspeed control.<\/p>\n In either case, the pilot monitoring could have seen something that the pilot flying did not. Whether it had been traffic pulling onto the runway, misalignment of approach course indications, or something else, there are plenty of reasons that could have prompted a “go-around” call.<\/p>\n Fortunately, both of these cases without incident.<\/p>\n<\/div>\n \u4e0d\u904e\u6587\u7ae0\u5c31\u89e3\u91cb\u5176\u5be6PF\u6700\u7d42\u9084\u662f\u6c7a\u5b9aland, \u6240\u4ee5\u6587\u7ae0\u60f3\u5e36\u51fa\u5e7e\u500b\u91cd\u9ede\uff1a<\/p>\n \u8a71\u96d6\u5982\u6b64\uff0c\u8b1b\u65e2\u90fd\u4fc2\u7d93\u9a57\u540c\u5be6\u6230\uff0c\u6211\u89ba\u5f97First-solo \u6642go around \u597d\u904e\u7092\u5de6\u6216\u8005\u6b7b\u57cb\uff0c\u4f46\u98db\u591a\u5e7e\u6b21\u6709\u756a\u5481\u4e0a\u4e0b\u7d93\u9a57\u5c31\u543e\u53ef\u4ee5\u91ce\u91cego around\uff0c\u8b1b\u65e2\u4fc2Airmanship, Professionalism, airline PF\u8981\u70ba\u6bcf\u500bgo around decision \u8ca0\u8cac \ud83d\ude33<\/p>\n<\/div>\n <\/p>\n","protected":false},"excerpt":{"rendered":" Reference : Skybrary\uff0cBoldmethod \u8a71\u8aaa\u4eca\u665a\u53c8\u98db\u6a5f\u53cb\u805a\u6703\u651e\u5230d \u9748\u611f\uff0c\u4eca\u665a\u5c31\u5b78\u5e7e\u500b\u751f\u5b57\u5566~ Decision Altitude\/Height (DA\/DH) https:\/\/skybrary.aero\/articles\/decision-altitudeheight-dadh Definition The Decision Altitude (DA) or Decision Height (DH) is a specified altitude or height in the\u00a0Precision Approach\u00a0or approach with vertical guidance at which a\u00a0Missed Approach\u00a0must be initiated if the required\u00a0visual reference\u00a0to continue the approach has not been established. (ICAO Annex 6) Decision altitude (DA) is \n
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Minimum Safe Altitude (MSA)<\/h1>\n
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Why Calling ‘Go-Around’ Is An Action, Not A Decision Point<\/h1>\n
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