说说目视进近、目视盘旋、起落航线以及目视相关的内容！

    这段时间和一些朋友讨论了有关目视的一些问题。觉得有必要梳理一下这些内容，以冀为近段时间航空公司推进飞行人员基础技能训练提供一个参考。同时，目视也是与管制运行直接相关，探讨一下运行规则，研究操作技巧，明确哪些该做，哪些不该做，该如何做也是这篇文件的意图。插播一个广告，这是我公众号的首篇文章，本来想先写一些和飞行程序基础有关的内容，题材想成体系的做，但是一直受限时间问题，没有很好的动笔。所以计划赶不上变化，就先开始这篇吧。预计这篇也是一篇很长、很长的文，写到哪里算哪里吧，千万别太监了。

    先说说题目：你所看到的，指的是目前在民航运行领域的各种目视,因为内容过于广泛，初步聚焦于目视进近、目视盘旋和起落航线（目视起落）这几个方面，顺便将其他涉及目视的方面也做一个介绍；你所看不到的，指的是这些目视总会存在各种误解和套错概念。如何去理解这些概念，如何掌握它的运行要求等等。这都是看不见的，也没有一本书能够很明白的说清楚。少了这些看不到的，你看到的只是表象，也就是说很容易糊里糊涂的运行，糊里糊涂的出事。

    既然是专题，文章的篇幅和字数比较多，我尽量不写水文,但是干货带来的最难的一点就是解释度不够.我尽量想简明扼要的给大家说清楚，不展开的地方.或者大家需要进一步了解的,可以留言,容我有空慢慢补充。我为了这个动笔,看了大概不少于50万字的材料,也摘了10万字的左右的笔记。为了保证大家的身心健康，做如下建议：后边涉及的规章摘录比较枯燥，建议大家简单浏览，等到需要再回头寻找相关的文献深入研究。

    文章拟分为如下部分供大家各取所需，每一个部分上公众号时根据篇幅划分了几个小篇章：

1．概念、规章规定和比较结论；以及对目视进近、目视盘旋和起落航线的应用场景的归纳

2．为什么看见的比看不见的困难—从我国目视发展说起

3．欧美的目视相关的发展介绍

4．目视进近的几个困惑

5．从我的一篇文章说起探讨一下指定轨迹的目视进近

6．如何理解仪表程序的最后进近阶段转目视-说说目视航段和目视盘旋

7．起落航线运行

8．目视飞行和目视飞行规则等(IFR/VFR;IMC/VMC)

9．多跑道运行的几个与目视有关概念

10．      

。。。。其他的待慢慢写吧。

第一章、目视进近、目视盘旋和起落航线

相关的概念、规章规定和比较结论

虽然我的更偏向于说明目视进近是什么，和其他两种有何区别，但是从发展来说，起落航线在前，目视进近在后。所以我按照发展顺序写下来。这一章节的目的在于让大家分清楚这几个概念上有什么不同，用在那里。按照惯例首先上概念。

一、概念：

枯燥的概念放在前面，劝退一部分人，实际上可以折叠，等回来再看。哈哈哈。

概念是从各个规章进行摘抄出来的，包括CAAC，ICAO和FAA的。

起落航线：

机场起落航线（Aerodrome Traffic Circuit）：在机场附近运行的航空器应飞行的航径。（ICAO doc4444）

TRAFFIC PATTERN：The traffic flowthat is prescribed for aircraft landing at, taxiing on, or taking off from an airport.The components of a typical traffic pattern are upwind leg, crosswind leg,downwind leg, base leg, and final approach.

a. Upwind Leg− A flight path parallel to the landing runway in the direction of landing.

b. Crosswind Leg− A flight path at right angles to the landing runway off its upwind end.

c. Downwind Leg− A flight path parallel to the landing runway in the direction opposite tolanding. The downwind leg normally extends between the crosswind leg and thebase leg.

d. Base Leg− A flight path at right angles to the landing runway off its approach end.The base leg normally extends from the downwind leg to the intersection of theextended runway centerline.

e. Final Approach− A flight path in the direction of landing along the extended runway centerline.The final approach normally extends from the base leg to the runway. Anaircraft making a straight-in approach VFR is also considered to be on finalapproach. (FAA7110.65)

个人翻译稿：为飞机在机场着陆、滑行和起飞而规定的交通流。一个典型的起落航线包括上风边（一边）、侧风边（二边）、下风边（三边）、基线边（四边）和最后进近（五边）。

a．上风边-平行于着陆跑道并与着陆方向一致的飞行航径。

b．侧风边-垂直于着陆跑道上风边的飞行航径。

c．下风边-平行于着陆跑道并向着陆方向相反方向的飞行航径。下风边通常由侧风边延伸至基线边。

d．基线边-垂直于着陆跑道，位于进近远端的飞行航径。基线边通常是从下风边起延伸至跑道中心延长线的交叉点。

e.最后进近-沿跑道中心延长线朝向着陆方向的飞行航径。最后进近通常由基线边开始延伸至跑道。航空器进行VFR直线进近时也被认为是在实施最后进近。(FAA7110.65)

起落航线(TRAFFICPATTERN):为航空器在机场滑行、起飞或着陆规定的流程.由五个边组成.(CCAR-93)

目视盘旋：

盘旋进近（Circling Approach）: 仪表进近程序的延续，是在机场着陆前提供的目视盘旋飞行。（ICAO doc8168）

目视机动（盘旋）VISUAL MANOEUVRING(CIRCLING):是完成仪表进近后的目视飞行阶段。通过该阶段，使航空器进入直线进近所不适于的跑道着陆位置。（ICAO doc8168）

盘旋进近(CIRCLING APPROACH):仪表进近程序的延伸.航空器在按照仪表进近程序进近过程中不能直线进近着陆时,在机场上空目视对正跑道的机动飞行.(CCAR-93)

目视进近：

目视进近：当部分或全部仪表进近程序尚未结束时，通过目视参照地标实施仪表飞行规则（IFR）的进近。（ICAO doc4444）

目视进近：采用仪表飞行规则飞行的一种进近。进近期间，部分或全部仪表进近程序没有完成，须通过目视参考地面来完成进近。（ICAOdoc9365）

VISUAL APPROACH [ICAO]: An approach byan IFR flight when either part or all of an instrument approach procedure isnot completed and the approach is executed in visual reference to terrain. (FAAAIM)

VISUAL APPROACH: An approach conducted on an instrument flight rules (IFR) flight planwhich authorizes the pilot to proceed visually and clear of clouds to theairport. The pilot must, at all times, have either the airport or the precedingaircraft in sight. This approach must be authorized and under the control ofthe appropriate air traffic control facility. Reported weather at the airportmust be: ceiling at or above 1,000 feet, and visibility of 3 miles or greater.(FAA7110.65)

个人翻译稿：执行IFR飞行计划的航空器在得到管制许可后在云外目视飞向机场的一种进近方式。飞行员应始终保持看到机场或者前机。这种进近需得到适当的空中交通管制单位许可和管制。报告机场天气条件应达到：云底高在1000ft或以上，同时能见度在3英里或以上。(FAA7110.65)

CHARTED VISUAL FLIGHT PROCEDURE APPROACH: An approach conducted while operating on an instrument flight rules (IFR)flight plan which authorizes the pilot of an aircraft to proceed visually andclear of clouds to the airport via visual landmarks and other informationdepicted on a charted visual flight procedure. This approach must be authorizedand under the control of the appropriate air traffic control facility. Weatherminimums required are depicted on the chart.   (FAA AIM)

个人翻译稿：目视飞行程序进近图进近：执行仪表飞行规则（IFR）飞行计划时，经授权的航空器驾驶员在云外沿目视飞行程序进近图的地标和其他信息飞向机场的一种进近方式。这种进近方式需得到适当的管制单位许可并管制。所需天气最低标准在图上标示。

目视进近(VISUAL APPROACH):当部分或全部仪表进近程序尚未结束时,通过目视参照地标实施仪表飞行规则(IFR)的进近.(CCAR-93)

二、比较和总结：

上面已经将中国民航、ICAO、FAA有关目视进近、目视盘旋和起落航线的定义进行摘录。很多人将这三种概念混淆，可能是因为他们概念里都有个目视的含义吧。例如：有的做目视进近设计时，使用了指定轨迹目视盘旋的保护区来评价；有的认为起落航线就是目视进近。如何有意义的学习这三种概念呢，我这里简要的从如下几个方面帮助大家进行梳理：

（一）区别

1.从规章体系划分来分辨：

规章体系是最好理解概念的工具。在规章体系中，目视盘旋是在PANS-OPS中；而起落航线、目视进近是在PANS-ATM。也就是说目视盘旋归类于飞行程序；而起落航线、目视进近是归类于空中交通管理的。飞行程序（PANS-OPS）更注重自主的运行规律，寻求一种安全的运行方案；空中交通管理（PANS-ATM）更注重相互的间隔安全和排序功能，带有一定的交通流调节能力。

2.从运行规则来分辨：

我们可以简单分为两类：IFR和VFR运行。起落航线属于VFR；目视进近属于IFR。而目视盘旋如果需要简单就归入IFR的范畴，但实际上应是仪表飞行程序的最后转目视的阶段。

3.气象条件：

可按照IMC,VMC两种气象条件分类（当然还会有其他目视方式加入细分，但是本次只说明三种方式的区别，所以分两类）。目视盘旋适用于IMC条件。目视进近和起落航线适用于IMC条件。

4.运行阶段：

目视盘旋在仪表进近的最后进近阶段之后。而目视进近可以在进近的任意阶段，例如：起始进近，中间进近或者最后进近。起落航线是构成一个完整的机场交通，包括起飞、爬升和进近等阶段。

（二）总结

	目视盘旋	目视进近	起落航线
规章体系	PANS-OPS	PANS-ATM	PANS-ATM
运行规则	IFR	IFR	VFR
气象条件	IMC	VMC	VMC
运行阶段	仪表进近的最后进近阶段	进近的任一阶段	包括起飞到落地的全阶段

是不是就可以很简单就可以区别这几个概念呢。但是这不是考试，你最后还得落实到“我在何处需要用到？如何用到?”这个章节先把“在那里用”说明白。后面章节再抽丝剥茧的将“如何用”说清楚。

三、应用场景：

    写作文是时间、地点、人物、干什么。我们如需要好好理解这三种应用，没啥比和大家讨论一些预设场景更好的了。

（一）目视盘旋的场景：

    场景1：这是一个典型的目视盘旋应用场景，这也是为什么目视盘旋经常被人俗称反向着陆的原因。一端跑道由于地形影响、导航设施不足等原因不适合进近，但是使用风向合适，因此，利用对向跑道的进近程序进近后，通过目视盘旋着陆。记忆深刻的是釜山，其18号跑道受障碍物影响只适用于目视盘旋。

图1.1.1 目视盘旋应用场景1

图1.1.1-1 韩国AIP 釜山目视盘旋程序

图1.1.1-2 韩国AIP 釜山目视盘旋程序

场景2：这是另一个目视盘旋应用场景，窄距跑道，其中一个跑道未安装合适的导航设施，可以通过一条跑道引导进近后向另外一条跑道机动。例如图卢兹的RWY32R公布的指定轨迹的目视盘旋程序向着32L进近后，在大约2海里的位置目视机动转向32R着陆。

图1.1.2 目视盘旋应用场景2

图1.1.2-1 法国AIP-图卢兹指定轨迹的目视盘旋

场景2：这是国内不常见的目视盘旋应用场景，交叉或者侧向跑道。航空器通过合适的导航设施向机场进近，并通过目视盘旋机动向着陆跑道。

图1.1.3 目视盘旋应用场景3

（一）目视进近的场景：

目视进近前面已经分析，属于管制运行程序，除了CVFP，一般不需要在航图标示。和目视盘旋相比，目视进近的起始点不局限于最后进近，可以在起始进近阶段就实施。

场景1：这是一种标准的目视进近场景。航空器在雷达引导和或仪表飞行程序高度至少报告符合目视进近条件，脱离飞行程序或者雷达引导，目视向机场进近，并切入下滑道落地的方式。该场景使用可以缩短航空器飞行路径，通过辅以目视间隔，可实现比仪表进近更高的运行效率。也可以灵活规划路径，例如规避五边外雷雨等影响。如釜山的目视进近图，没有指定轨迹。

图1.2.1 目视进近应用场景1

图1.2.1-1 韩国AIP-釜山非指定轨迹目视进近

场景2：这也是另外一种标准的目视进近场景。在平行宽距跑道机场，一条跑道实施仪表运行，可以通过在另一跑道上实施目视进近和仪表进近混合运行。通过目视进近的灵活间隔，提高机场运行效率。

图1.2.2 目视进近应用场景2

场景3：目视进近可以在窄距平行跑道实现同时运行。在窄距平行跑道机场，一条跑道实施仪表运行，在另一跑道上实施目视进近运行。通过保持对向跑道的飞机和本跑道前机的目视，实现在两条跑道的类似仪表同时运行的运行方式，提高机场运行效率。旧金山的28L/R的目视进近。

图1.2.3 目视进近应用场景3

图1.2.3-1 美国AIP-旧金山目视进近

场景4：实现居于航图的目视进近。有CVFP和RVFP。后续会详细叙述。这种进近方式在航图内进行公布。西雅图RWY16公布了目视进近。

图1.2.4目视进近应用场景4

图1.2.4-1美国AIP-西雅图目视进近

（三）起落航线的场景：

起落航线作为机场交通的标准处理手段，为目视飞行的航空器的在机场周边的起降提供一个运行方法。

场景1：这是一种标准的起落航线场景。航空器可以根据高度和位置通过管制员的安排加入机场任一个边来完成落地。也可以依照起落航线完成起飞或者复飞。飞机从各个方面都能很容易的对跑道取得目视，按照管制员安排的次序完成进近着陆。现在航校所在的机场常用。

图1.3.1 起落航线应用场景

通过以上几个使用场景,基本上能把各种概念适用范围说明白了。下面将是涉及到目视的其他概念，一并附上。

四、其他概念：

机场交通：在机场机动区内的一切交通和在机场附近所有航空器的飞行。注：在机场附近的航空器是指已加入、正在进入或脱离机场起落航线的航空器。(ICAO 附件)

机场交通地带：为保护机场交通而环绕机场划定的空域。(ICAO 附件)

特殊 VFR飞行：经空中交通管制许可，在管制地带内低于 VMC 气象条件下所进行的 VFR 飞行。(ICAO 附件)

仪表气象条件：以能见度、离云距离和云底高表示的低于规定的目视气象条件最低标准的气象条件。注：规定的目视气象条件最低标准载于第 4 章。(ICAO 附件)

仪表气象条件（IMC）：用能见度、离云距离和云幕高所表示的，低于规定的目视气象条件最低标准的气 象条件。注 1：规定的最低目视气象条件载于附件 2 第 4 章。注 2：在管制地带内，只有经空中交通管制许可，方可在仪表气象条件下进行目视飞行规则飞行。（icao doc4444）

VFR：用以表示目视飞行规则的符号。（doc8168）

VFR飞行：按照目视飞行规则进行的飞行。（doc8168）

目视气象条件（VMC）：用能见度、离云距离和云底高表示，等于或高于规定的最低标准的气象条件。注：规定的最低标准载于第 4 章。VMC 用以表示目视气象条件的符号。（doc8168）

决断高度（DA）或决断高（DH）：3D 仪表进近运行规定的高度或高。在这个高度或高上，如果不能建立继续 进近所需的目视参考，必须开始复飞。注 1：决断高度（DA）以平均海平面为基准，决断高（DH）以跑道入口标高为基准。注2：所需的目视参考是指为了使驾驶员能够判断航空器相对于所需飞行航径的位置及位置变化率，应该能够看见（并保持一段足够的时间）的目视助航设施或进近区的一部分。在带决断高的III类运行中，所需的目视参考是指 特定程序和运行所规定的目视参考。（doc8168）

最低下降高度（MDA）或最低下降高（MDH）：2D 仪表进近运行或盘旋进近运行规定的高度或高。在这个高 度或高，如果没有取得所需的目视参考，则不能下降至最低下降高度/最低下降高以下。注 1：最低下降高度（MDA）以平均海平面为基准。最低下降高（MDH）以机场标高为基准，或者如果跑道入口标高低于机场标高 2 米（7 英尺）以上时，以跑道入口标高为基准。盘旋进近中的最低下降高以机场标高为基准。注 2：所需的目视参考是指为了使驾驶员能够判断航空器相对于所飞航径的位置及位置变化率，应该能够看见（并 保持一段足够的时间）的目视辅助设施或进近区的一部分。在盘旋进近中，所需的目视参考是指跑道周围环境。注 3：在同时使用最低下降高度和最低下降高时，为方便起见，可写成“最低下降高度/高”，缩写为“MDA/H”。（doc8168）

目视机动（盘旋）区（Visual manoeuvring (circling) area）：航空器进行盘旋进近应该考虑超障余度的区域。（doc8168）

AERONAUTICAL CHART

b. VFR Terminal Area Charts(1:250,000)−Depict Class B airspace which provides for thecontrolor segregation of all the aircraft within ClassB airspace. The chart depictstopographic information and aeronautical information which includes visual andradio aids to navigation, airports, controlled airspace, permanent SUA,obstructions, and related data. (FAA AIM)

CHARTED VISUAL FLIGHT PROCEDURE APPROACH− An approach conducted while

operatingon an instrument flight rules (IFR) flight plan which authorizes the pilot ofan aircraft to proceed visually and clear of clouds to the airport via visuallandmarks and other information depicted on a charted visual flight procedure.This approach must be authorized and under the control of the appropriate airtraffic control facility. Weather minimums required are depicted on the chart.(FAA AIM)

CONTACT APPROACH−An approach wherein anaircraft on an IFR flight plan, having an air traffic control authorization,operating clear of clouds with at least 1 mile flight visibility and areasonable expectation of continuing to the destination airport in thoseconditions, may deviate from the instrument approach procedure and proceed tothe destination airport by visual reference to the surface. This approach willonly be authorized when requested by the pilot and the reported groundvisibility at the destination airport is at least 1 statute mile. (FAA AIM)

自翻译：能见进近-获得空中交通管制许可，执行IFR飞行计划的航空器预计到达目的地机场是可以一直保持在云外，能见度不低于1英里的条件下，可以偏离仪表进近程序，通过目视地面为参考飞向目的地机场的进近方式。这种进近方式仅在驾驶员主动申请，且目的地机场报告地面能见度不小于1英里时方可许可实施。

COUPLED APPROACH−An instrument approachperformed by the aircraft autopilot, and/or visually depicted on the flightdirector, which is receiving position information and/or steering commands fromonboard navigational equipment. In general, coupled non-precision approaches mustbe flown manually (autopilot disengaged) at altitudes lower than 50 feet AGLbelow the minimum descent altitude, and coupled precision approaches must beflown manually (autopilot disengaged) below 50 feet AGL unless authorized toconduct autoland operations. Coupled instrument approaches are commonly flownto the allowable IFR weather minima established by the operator or PIC, orflown VFR for training and safety. (FAA AIM)

DEFENSE VISUAL FLIGHT RULES−Rules applicable to flights within an ADIZ conducted under the visualflight rules in 14 CFR Part 91. (FAA AIM)

GO AROUND−Instructions for a pilot toabandon his/her approach to landing. Additional instructions may follow. Unlessotherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approachshould overfly the runway while climbing to traffic pattern altitude and enterthe traffic pattern via the crosswind leg. A pilot on an IFR flight plan makingan instrument approach should execute the published missed approach procedureor proceed as instructed by ATC; e.g., “Go around” (additional instructions ifrequired). (FAA AIM)

翻译来自ATMB-ATCD-CACS-001：让航空器驾驶员放弃进近着陆指令。随后可能会有其他说明。除非ATC另有通知。VFR航空器或者执行目视进近的航空器应爬升到起落航线高度飞越跑道，并通过二边进入起落航线。IFR飞行计划的航空器驾驶员应执行公布的复飞程序或按照ATC指令飞行；例如“复飞”（附加所需指令）

PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUALSEGMENT− A segment on an IAP chart annotated as “Fly Visual toAirport” or “Fly Visual.” A dashed arrow will indicate the visual flight pathon the profile and plan view with an associated note on the approximate headingand distance. The visual segment should be flown as a dead reckoning coursewhile maintaining visual conditions. (FAA AIM)

SIDESTEP MANEUVER−A visual maneuver accomplishedby a pilot at the completion of an instrument approach to permit a straight-inlanding on a parallel runway not more than 1,200 feet to either side of therunway to which the instrument approach was conducted. (FAA AIM)

SPECIAL VFR CONDITIONS− Meteorological conditionsthat are less than those required for basic VFR flight in Class B, C, D, or Esurface areas and in which some aircraft are permitted flight under visualflight rules. (FAA AIM)

SPECIAL VFR FLIGHT [ICAO]− A VFR flight cleared by airtraffic control to operate within Class B, C, D, and E surface areas inmetrological conditions below VMC.

SPECIALVFR OPERATIONS− Aircraft operating in accordance with clearanceswithin Class B, C, D, and E surface areas in weather conditions less than thebasic VFR weather minima. Such operations must be requested by the pilot andapproved by ATC. (FAA AIM)

TERMINAL VFR RADAR SERVICE− A national program institutedto extend the terminal radar services provided instrument flight rules (IFR)aircraft to visual flight rules (VFR) aircraft. The program is divided intofour types service referred to as basic radar service, terminal radar servicearea (TRSA) service, Class B service and Class C service.

Thetype of service provided at a particular location is contained in the ChartSupplement U.S.

a. Basic Radar Service− These services are provided for VFR aircraft by allcommissioned

terminalradar facilities. Basic radar service includes safety alerts, trafficadvisories, limited radar vectoring when requested by the pilot, and sequencingat locations where procedures have been established for this purpose and/orwhen covered by a letter of agreement. The purpose of this service is to adjustthe flow of arriving IFR and VFR aircraft into the traffic pattern in a safeand orderly manner and to provide traffic advisories to departing VFR aircraft.

b. TRSA Service− This service provides, in addition to basic radarservice, sequencing of all IFR and participating VFR aircraft to the primaryairport and separation between all participating VFR aircraft. The purpose ofthis service is to provide separation between all participating VFR aircraftand all IFR aircraft operating within the area defined as a TRSA.

c. Class C Service− This service provides, in addition to basic radarservice, approved separation between IFR and VFR aircraft, and sequencing ofVFR aircraft, and sequencing of VFR arrivals to the primary airport.

d. Class B Service− This service provides, in addition to basic radarservice, approved separation of aircraft based on IFR, VFR, and/or weight, andsequencing of VFR arrivals to the primary airport(s). (FAA AIM)

VFR AIRCRAFT− An aircraft conducting flightin accordance with visual flight rules. (FAA AIM)

VFR CONDITIONS−Weather conditions equal to orbetter than the minimum for flight under visual flight rules. The term may beused as an ATC clearance/instruction only when:

a. An IFR aircraft requests aclimb/descent in VFR conditions.

b. The clearance will result innoise abatement benefits where part of the IFR departure route does not conformto an FAA approved noise abatement route or altitude.

c. A pilot has requested a practiceinstrument approach and is not on an IFR flight plan.

Note:All pilots receiving this authorization must comply with the VFR visibility anddistance from cloud criteria in 14 CFR Part 91. Use of the term does notrelieve controllers of their responsibility to separate aircraft in Class B andClass C airspace or TRSAs as required by FAA Order JO 7110.65.

Whenused as an ATC clearance/instruction, the term may be abbreviated “VFR;” e.g.,“MAINTAIN VFR,” “CLIMB/DESCEND VFR,” etc. (FAA AIM)

VFR MILITARY TRAINING ROUTES (VR)− Routes used by the Departmentof Defense and associated Reserve and Air Guard units for the purpose ofconducting low-altitude navigation and tactical training under VFR below 10,000feet MSL at airspeeds in excess of 250 knots IAS. (FAA AIM)

VFR NOT RECOMMENDED−An advisory provided by aflight service station to a pilot during a preflight or inflight weatherbriefing that flight under visual flight rules is not recommended. To be givenwhen the current and/or forecast weather conditions are at or below VFRminimums. It does not abrogate the pilot’s authority to make his/her owndecision. (FAA AIM)

VFR-ON-TOP−ATC authorization for an IFRaircraft to operate in VFR conditions at any appropriate VFR altitude (asspecified in 14 CFR and as restricted by ATC). A pilot receiving thisauthorization must comply with the VFR visibility, distance from cloudcriteria, and the minimum IFR altitudes specified in 14 CFR Part 91. The use ofthis term does not relieve controllers of their responsibility to separateaircraft in Class B and Class C airspace or TRSAs as required by FAA Order JO7110.65. (FAA AIM)

VISUAL APPROACH− An approach conducted on aninstrument flight rules (IFR) flight plan which authorizes the pilot to proceedvisually and clear of clouds to the airport. The pilot must, at all times, haveeither the airport or the preceding aircraft in sight. This approach must beauthorized and under the control of the appropriate air traffic controlfacility. Reported weather at the airport must be: ceiling at or above 1,000feet, and visibility of 3 miles or greater.(See ICAO term VISUAL APPROACH.) (FAA AIM)

VISUAL APPROACH [ICAO]−An approach by an IFR flight when either part or all of an instrumentapproach procedure is not completed and the approach is executed in visualreference to terrain. (FAA AIM)

VISUAL CLIMB OVER AIRPORT (VCOA)− A departure option for an IFRaircraft, operating in visual meteorological conditions equal to or greaterthan the specified visibility and ceiling, to visually conduct climbing turnsover the airport to the published “climb−to” altitude from which to proceed with the instrument portion of thedeparture. VCOA procedures are developed to avoid obstacles greater than 3statute miles from the departure end of the runway as an alternative tocomplying with climb gradients greater than 200 feet per nautical mile. Pilotsare responsible to advise ATC as early as possible of the intent to fly theVCOA option prior to departure. These textual procedures are published in the'Take−Off Minimums and (Obstacle) Departure Procedures’section of the Terminal Procedures

Publicationsand/or appear as an option on a Graphic ODP. (FAA AIM)

VISUAL DESCENT POINT−A defined point on the finalapproach course of a non-precision straight-in approach procedure from whichnormal descent from the MDA to the runway touchdown point may be commenced,provided the approach threshold of that runway, or approach lights, or othermarkings identifiable with the approach end of that runway are clearly visibleto the pilot. (FAA AIM)

VISUAL FLIGHT RULES−Rules that govern theprocedures for conducting flight under visual conditions. The term “VFR” isalso used in the United States to indicate weather conditions that are equal toor greater than minimum VFR requirements. In addition, it is used by pilots andcontrollers to indicate type of flight plan. (FAA AIM)

VISUAL HOLDING−The holding of aircraft atselected, prominent geographical fixes which can be easily recognized from theair. (FAA AIM)

VISUAL METEOROLOGICAL CONDITIONS−Meteorological conditionsexpressed in terms of visibility, distance from cloud, and ceiling equal to orbetter than specified minima. (FAA AIM)

VISUAL SEPARATION− A means employed by ATC toseparate aircraft in terminal areas and en route airspace in the NAS. There aretwo ways to effect this separation:

a. The tower controller sees theaircraft involved and issues instructions, as necessary, to ensure that the aircraftavoid each other.

b. A pilot sees the otheraircraft involved and upon instructions from the controller provides his/herown separation by maneuvering his/her aircraft as necessary to avoid it. Thismay involve following another aircraft or keeping it in sight until it is nolonger a factor. (FAA AIM)

翻译来自ATMB-ATCD-CACS-001：被管制员用以在国家空域系统内终端区和航路空域分离相关航空器的一种方法/方式/手段。有两种方法用于实现这种间隔：

a.塔台管制员看到相关的航空器，根据需要发出指令，以确保航空器相互避开。

b.一名航空器驾驶员目视其他相关的航空器，并根据管制员指令，通过必要的机动以避开冲突航空器，提供自我间隔。这可能涉及跟随其他航空器或将其保持在视线范围内，直到其不再成为一个影响因素为止。

机场交通(AERODROMETRAFFIC):在机场机动区内的一切交通以及在机场附近所有航空器的飞行.在机场机动区内的一切交通是指该区域内运行的航空器和车辆;在机场附近所有航空器的飞行是指已加入、正在进入和脱离起落航线的航空器的飞行.(CCAR93)

机场交通地带(AERODROMETRAFFICZONE):为保护机场交通而环绕机场划定的空域. (CCAR93)

目视气象条件(VISUALMETEOROLOGICALCONDITIONS):能见度、离云的距离和云幕高,等于或高于规定的最低标准的气象条件. (CCAR93)

目视间隔(VISUALSEPARATION):为了维护空中交通有秩序地流动,防止航空器相撞,由管制员目视航空器或由航空器驾驶员目视其他航空器,以保持航空器之间的间隔. (CCAR93)