{"id":4294,"date":"2026-03-23T01:46:49","date_gmt":"2026-03-22T22:46:49","guid":{"rendered":"https:\/\/ibonav.aero\/learn\/?p=4294"},"modified":"2026-07-27T21:44:18","modified_gmt":"2026-07-27T18:44:18","slug":"hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao","status":"publish","type":"post","link":"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/","title":{"rendered":"Hassas ve Hassas Olmayan Yakla\u015fma Usulleri: Precision vs. Non-Precision Approach [ICAO]"},"content":{"rendered":"<div id=\"ez-toc-container\" class=\"ez-toc-v2_0_88 ez-toc-wrap-left counter-hierarchy ez-toc-counter ez-toc-grey ez-toc-container-direction\">\n<div class=\"ez-toc-title-container\">\n<p class=\"ez-toc-title\" style=\"cursor:inherit\">\u0130\u00e7indekiler:<\/p>\n<span class=\"ez-toc-title-toggle\"><a href=\"#\" class=\"ez-toc-pull-right ez-toc-btn ez-toc-btn-xs ez-toc-btn-default ez-toc-toggle\" aria-label=\"\u0130\u00e7indekiler Tablosunu A\u00e7\/Kapat\"><span class=\"ez-toc-js-icon-con\"><span class=\"\"><span class=\"eztoc-hide\" style=\"display:none;\">Toggle<\/span><span class=\"ez-toc-icon-toggle-span\"><svg style=\"fill: #999;color:#999\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" class=\"list-377408\" width=\"20px\" height=\"20px\" viewBox=\"0 0 24 24\" fill=\"none\"><path d=\"M6 6H4v2h2V6zm14 0H8v2h12V6zM4 11h2v2H4v-2zm16 0H8v2h12v-2zM4 16h2v2H4v-2zm16 0H8v2h12v-2z\" fill=\"currentColor\"><\/path><\/svg><svg style=\"fill: #999;color:#999\" class=\"arrow-unsorted-368013\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"10px\" height=\"10px\" viewBox=\"0 0 24 24\" version=\"1.2\" baseProfile=\"tiny\"><path d=\"M18.2 9.3l-6.2-6.3-6.2 6.3c-.2.2-.3.4-.3.7s.1.5.3.7c.2.2.4.3.7.3h11c.3 0 .5-.1.7-.3.2-.2.3-.5.3-.7s-.1-.5-.3-.7zM5.8 14.7l6.2 6.3 6.2-6.3c.2-.2.3-.5.3-.7s-.1-.5-.3-.7c-.2-.2-.4-.3-.7-.3h-11c-.3 0-.5.1-.7.3-.2.2-.3.5-.3.7s.1.5.3.7z\"\/><\/svg><\/span><\/span><\/span><\/a><\/span><\/div>\n<nav><ul class='ez-toc-list ez-toc-list-level-1 eztoc-toggle-hide-by-default' ><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-1\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#Giris\" >Giri\u015f:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-2\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#Yaklasma_Konseptinde_%E2%80%9CHassasiyet%E2%80%9D_Neyin_Gostergesidir_Emniyet_Faktoru_burada_ne_is_yapar\" >Yakla\u015fma Konseptinde &#8220;Hassasiyet&#8221; Neyin G\u00f6stergesidir? Emniyet Fakt\u00f6r\u00fc burada ne i\u015f yapar?<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-3\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#Operasyonel_Bir_Ikilem_Precision_Konforu_mu_Non-Precision_Esnekligi_mi\" >Operasyonel Bir \u0130kilem: Precision Konforu mu, Non-Precision Esnekli\u011fi mi?<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-4\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#51_Son_Yaklasma_Safhasi_ve_Usul_Cesitleri\" >5.1 Son Yakla\u015fma Safhas\u0131 ve Usul \u00c7e\u015fitleri<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-5\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#52_Final_Approach_Fix_FAF_Iceren_Hassas_Olmayan_Yaklasmalar\" >5.2 Final Approach Fix (FAF) \u0130\u00e7eren Hassas Olmayan Yakla\u015fmalar<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-6\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#524_FAF_Crossing_FAF_Gecisi\" >5.2.4 FAF Crossing (FAF Ge\u00e7i\u015fi)<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-7\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#525_Step_Down_Fix_SDF\" >5.2.5 Step Down Fix (SDF)<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-8\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#53_FAF_Icermeyen_Yaklasmalar_ve_Meydan_Tesis_Gereklilikleri\" >5.3 FAF \u0130\u00e7ermeyen Yakla\u015fmalar ve Meydan Tesis Gereklilikleri<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-9\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#54_Dikey_Rehberlik_Iceren_Yaklasma_Usulleri_APV\" >5.4 Dikey Rehberlik \u0130\u00e7eren Yakla\u015fma Usulleri: APV<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-10\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#543_APVBaro-VNAV_Yaklasma_Usulleri\" >5.4.3 APV\/Baro-VNAV Yakla\u015fma Usulleri:<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-11\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#5437_Sicaklik_Kisitlamalari_Temperature_Constraints\" >5.4.3.7 S\u0131cakl\u0131k K\u0131s\u0131tlamalar\u0131 (Temperature Constraints)<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-12\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#544_SBAS_Yaklasma_Usulleri\" >5.4.4 SBAS Yakla\u015fma Usulleri:<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-13\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#55_Hassas_Yaklasma_Precision_Approach_Usulleri\" >5.5 Hassas Yakla\u015fma (Precision Approach) Usulleri<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-14\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#552_Final_yaklasma_noktasi_FAP\" >5.5.2 Final yakla\u015fma noktas\u0131 (FAP)<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-15\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#553_Final_yaklasma_uzunlugu_Final_approach_length\" >5.5.3 Final yakla\u015fma uzunlu\u011fu (Final approach length)<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-16\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#554_Outer_markerDME_fixwaypoint\" >5.5.4 (Outer marker\/DME fix\/waypoint)<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-17\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#56_Hassas_Yaklasma_Suzulus_Hatti_ve_Elevasyon_Acisi_Kriterleri\" >5.6 Hassas Yakla\u015fma S\u00fcz\u00fcl\u00fc\u015f Hatt\u0131 ve Elevasyon A\u00e7\u0131s\u0131 Kriterleri<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-18\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#57_Karar_Irtifasi_DA_veya_Karar_Yuksekligi_DH_Belirlenmesi\" >5.7 Karar \u0130rtifas\u0131 (DA) veya Karar Y\u00fcksekli\u011fi (DH) Belirlenmesi<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-19\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#575_Standart_Disi_Usuller_Non-standard_procedures\" >5.7.5 Standart D\u0131\u015f\u0131 Usuller (Non-standard procedures)<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-20\" href=\"https:\/\/ibonav.aero\/learn\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/#576_Hassas_Segmentin_Korunmasi_Protection_of_the_precision_segment\" >5.7.6 Hassas Segmentin Korunmas\u0131 (Protection of the precision segment)<\/a><\/li><\/ul><\/li><\/ul><\/nav><\/div>\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris\"><\/span>Giri\u015f:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli u\u00e7u\u015fun (<em>IFR<\/em>) en kritik safhas\u0131 olan yakla\u015fma prosed\u00fcrleri, u\u00e7a\u011f\u0131n terminal kontrol sahas\u0131ndan (<em>TMA<\/em>) ayr\u0131larak pistle emniyetli bir \u015fekilde bulu\u015fmas\u0131n\u0131 sa\u011flayan, her metresi mania a\u015fma kriterlerine g\u00f6re hesaplanm\u0131\u015f birer matematiksel mimaridir\u2081 <sub>ICAO Doc 8168, Vol 1, 4.1.1.<\/sub> Bu s\u00fcre\u00e7te uygulanan usuller; pilota sa\u011flanan seyr\u00fcsefer rehberli\u011finin boyutuna, kullan\u0131lan yer ve hava ekipmanlar\u0131na ve ula\u015f\u0131labilecek minimum irtifa de\u011ferlerine ba\u011fl\u0131 olarak &#8220;<em>Precision<\/em>&#8221; (Hassas) ve &#8220;<em>Non-Precision<\/em>&#8221; (Hassas Olmayan) olarak iki ana kategori alt\u0131nda s\u0131n\u0131fland\u0131r\u0131lmaktad\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 4.1.2.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<h2 class=\"wp-block-heading alignwide\"><span class=\"ez-toc-section\" id=\"Yaklasma_Konseptinde_%E2%80%9CHassasiyet%E2%80%9D_Neyin_Gostergesidir_Emniyet_Faktoru_burada_ne_is_yapar\"><\/span>Yakla\u015fma Konseptinde &#8220;Hassasiyet&#8221; Neyin G\u00f6stergesidir? <strong>Emniyet Fakt\u00f6r\u00fc<\/strong> burada ne i\u015f yapar?<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k terminolojisinde bir yakla\u015fman\u0131n &#8220;hassas&#8221; (<em>precision<\/em>) olarak nitelendirilmesi, u\u00e7a\u011f\u0131n sadece pist istikametine de\u011fil, ayn\u0131 zamanda yere temas edece\u011fi noktaya kadar olan al\u00e7alma s\u00fcz\u00fcl\u00fc\u015f\u00fcne de elektronik bir rehber e\u015fli\u011finde sad\u0131k kalmas\u0131 anlam\u0131na gelir\u2081 <em><sub>ICAO Doc 8168, Vol 1, 4.1.2.<\/sub><\/em> Bu durum, pilotun i\u015f y\u00fck\u00fcn\u00fc ciddi oranda azalt\u0131rken, g\u00f6r\u00fc\u015f\u00fcn d\u00fc\u015f\u00fck oldu\u011fu \u015fartlarda u\u00e7a\u011f\u0131n &#8220;i\u011fne deli\u011finden&#8221; ge\u00e7erek piste ula\u015fmas\u0131n\u0131 sa\u011flar. Tart\u0131\u015fman\u0131n kilit noktas\u0131 tam da burada ba\u015flamaktad\u0131r: Bir yakla\u015fma neden &#8220;hassas olmayan&#8221; (<em>non-precision<\/em>) olarak tasarlan\u0131r? Genellikle yer istasyonlar\u0131n\u0131n (<em>VOR, NDB<\/em>) k\u0131s\u0131tl\u0131 imkanlar\u0131 veya b\u00f6lgedeki co\u011frafi engellerin dikey bir rehberlik (<em>Glide Path<\/em>) olu\u015fturmaya izin vermemesi, bu tip usullerin zorunlu kalmas\u0131na neden olur\u2082 <em><sub>ICAO Doc 8168, Vol 1, 4.1.3.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu noktada havac\u0131l\u0131k camias\u0131nda s\u0131k\u00e7a tart\u0131\u015f\u0131lan konu, &#8220;<em>Non-Precision<\/em>&#8221; yakla\u015fmalar\u0131n emniyet marj\u0131d\u0131r. Hassas olmayan bir yakla\u015fmada pilot, dikey s\u00fcz\u00fcl\u00fc\u015f\u00fc barometrik altimetreye bakarak ve &#8220;basamakl\u0131 al\u00e7alma&#8221; (<em>step-down<\/em>) y\u00f6ntemiyle kendisi y\u00f6netmek zorundad\u0131r\u2083 <sub>ICAO Doc 8168, Vol 1, 4.2.1.<\/sub> Bu durum, \u00f6zellikle yorgunluk veya zay\u0131f durumsal fark\u0131ndal\u0131k anlar\u0131nda &#8220;Controlled Flight Into Terrain&#8221; (<em>CFIT<\/em>) riskini art\u0131rabilmektedir. Bu sebeple modern havac\u0131l\u0131k, &#8220;hassas olmayan&#8221; yakla\u015fmalar\u0131 bile dikey bir rehberlik varm\u0131\u015f gibi u\u00e7may\u0131 sa\u011flayan<em> Baro-VNAV<\/em> veya <em>LNAV\/VNAV<\/em> gibi &#8220;<em>APV<\/em>&#8221; (<em>Approach with Vertical Guidance<\/em>) konseptlerine d\u00f6n\u00fc\u015ft\u00fcrmeyi hedeflemektedir\u2084 <sub>ICAO Doc 8168, Vol 1, 4.3.1.<\/sub> Dolay\u0131s\u0131yla bug\u00fcn &#8220;<em>precision<\/em>&#8221; sadece bir cihaz ad\u0131 de\u011fil, <strong>emniyetin<\/strong> en \u00fcst seviyeye \u00e7\u0131kar\u0131ld\u0131\u011f\u0131 bir yakla\u015fma felsefesidir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Operasyonel_Bir_Ikilem_Precision_Konforu_mu_Non-Precision_Esnekligi_mi\"><\/span>Operasyonel Bir \u0130kilem: <em>Precision<\/em> Konforu mu, <em>Non-Precision<\/em> Esnekli\u011fi mi?<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k emniyet istatistikleri incelendi\u011finde, &#8220;Hassas Olmayan&#8221; (<em>Non-Precision<\/em>) yakla\u015fmalar\u0131n, &#8220;Hassas&#8221; (<em>Precision<\/em>) yakla\u015fmalara oranla <em>CFIT<\/em> (Kontroll\u00fc U\u00e7u\u015fta Yere \u00c7arpma) riskini yedi kat daha fazla bar\u0131nd\u0131rd\u0131\u011f\u0131 g\u00f6r\u00fclmektedir\u2081 <sub>ICAO Doc 8168, Vol 1, 4.2.1.<\/sub> Ancak bu noktada kar\u015f\u0131m\u0131za \u015f\u00f6yle bir senaryo \u00e7\u0131kmaktad\u0131r: Havaliman\u0131nda <em>ILS <\/em>(<em>Precision<\/em>) sistemi faaldir fakat pistin bu ucu, o anki r\u00fczgar limiti nedeniyle <em>(tail-wind<\/em>) ini\u015fe uygun de\u011fildir. Di\u011fer pist ba\u015f\u0131nda ise sadece bir VOR (<em>Non-Precision<\/em>) yakla\u015fmas\u0131 mevcuttur ve hava \u015fartlar\u0131 tam limit de\u011ferlerdedir. Pilot burada bir karar vermek zorundad\u0131r; ya &#8220;alt\u0131n standart&#8221; olan <em>ILS&#8217;in <\/em>dikey rehberli\u011finden vazge\u00e7ip manuel bir al\u00e7alma ile r\u00fczgar avantaj\u0131n\u0131 kullanacak ya da y\u00fcksek riskli bir r\u00fczgar bile\u015feniyle hassas yakla\u015fmay\u0131 zorlayacakt\u0131r\u2082 I<sub>CAO Doc 8168, Vol 1, 4.2.2.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu &#8220;case&#8221; (vaka) bize \u015funu g\u00f6stermektedir; teknik olarak <em>Precision <\/em>yakla\u015fmalar <em>DA\/H<\/em> (<em>Decision Altitude<\/em>) sayesinde pilota &#8220;ya hep ya hi\u00e7&#8221; netli\u011fi sunarken, <em>Non-Precision <\/em>yakla\u015fmalarda kullan\u0131lan <em>MDA\/H (Minimum Descent Altitude) <\/em>kavram\u0131, pilotu pisti g\u00f6rene kadar o irtifada &#8220;beklemeye&#8221; ve g\u00f6rsel referans aramaya itmektedir\u2083 <sub>ICAO Doc 8168, Vol 1, 4.2.3.<\/sub> E\u011fer pilot, <em>MDA <\/em>irtifas\u0131nda pisti bulma tela\u015f\u0131yla irtifa muhafazas\u0131n\u0131 ka\u00e7\u0131r\u0131rsa, <em>PANS-OPS<\/em> taraf\u0131ndan tan\u0131mlanan <em>&#8220;Minimum Obstacle Clearance&#8221; (MOC) <\/em>yani mania a\u015fma garantisi h\u0131zla t\u00fckenebilir. Dolay\u0131s\u0131yla bu tart\u0131\u015fman\u0131n galibi sadece kullan\u0131lan cihaz de\u011fil, pilotun o cihaz\u0131n tasar\u0131m limitlerini (<em>MOC ve DA\/MDA<\/em> fark\u0131 gibi) ne kadar iyi bildi\u011fidir\u2084 <sub>ICAO Doc 8168, Vol 1, 4.3.1.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"51_Son_Yaklasma_Safhasi_ve_Usul_Cesitleri\"><\/span>5.1 Son Yakla\u015fma Safhas\u0131 ve Usul \u00c7e\u015fitleri<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k operasyonlar\u0131nda &#8220;<em>Final Approach<\/em>&#8221; (Son Yakla\u015fma), u\u00e7a\u011f\u0131n pist do\u011frultusuna oturdu\u011fu ve ini\u015f i\u00e7in son al\u00e7alman\u0131n ger\u00e7ekle\u015ftirildi\u011fi segmenttir\u2081 <em><sub>ICAO Doc 8168, Vol 1, 5.1.1.<\/sub><\/em> Bu safha, u\u00e7a\u011f\u0131n do\u011frudan bir piste inmesine (<em>straight-in<\/em>) veya meydan \u00fczerinde g\u00f6rsel bir manevra yaparak (<em>circling<\/em>) uygun piste y\u00f6nelmesine olanak tan\u0131yacak \u015fekilde tasarlan\u0131r. <em>ICAO <\/em>kriterlerine g\u00f6re, son yakla\u015fma safhas\u0131ndaki tasar\u0131m kriterleri uygulanan usul\u00fcn tipine g\u00f6re de\u011fi\u015fkenlik g\u00f6stermektedir. Bu usul tipleri dok\u00fcmanda \u015fu \u015fekilde s\u0131n\u0131fland\u0131r\u0131lmaktad\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.1.2:<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">a) non-precision approach (<em>NPA<\/em>) with <em>FAF<\/em>; <\/p>\n\n\n\n<p class=\"wp-block-paragraph\">b) <em>NPA <\/em>without <em>FAF<\/em>; <\/p>\n\n\n\n<p class=\"wp-block-paragraph\">c) <em>APV<\/em>; and <\/p>\n\n\n\n<p class=\"wp-block-paragraph\">d) precision approach (<em>PA<\/em>).<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Buradaki temel ayr\u0131m, &#8220;Hassasiyet&#8221; tart\u0131\u015fmam\u0131zda da belirtti\u011fimiz gibi, seyr\u00fcsefer sisteminin pilota sundu\u011fu rehberli\u011fin boyutudur. Bir Final Approach Fix (<em>FAF<\/em>) i\u00e7eren veya i\u00e7ermeyen hassas olmayan yakla\u015fmalar (<em>NPA<\/em>), tasar\u0131m\u0131 gere\u011fi sadece yatay d\u00fczlemde bir emniyet koridoru sa\u011flarken; listenin en geli\u015fmi\u015f usul\u00fc olan &#8220;Precision Approach&#8221; (<em>PA<\/em>), hem dikey hem yatay eksende tam bir elektronik rehberlik sunarak operasyonel hata pay\u0131n\u0131 minimize etmektedir. Dolay\u0131s\u0131yla pilotun yakla\u015fma tipine g\u00f6re uymas\u0131 gereken mania a\u015fma kriterleri ve al\u00e7alma limitleri de do\u011frudan bu s\u0131n\u0131fland\u0131rma \u00fczerinden \u015fekillenmektedir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"52_Final_Approach_Fix_FAF_Iceren_Hassas_Olmayan_Yaklasmalar\"><\/span>5.2 Final Approach Fix (<em>FAF<\/em>) \u0130\u00e7eren Hassas Olmayan Yakla\u015fmalar<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas olmayan yakla\u015fmalar\u0131n (<em>NPA<\/em>) tasar\u0131m\u0131nda bir &#8220;Final Approach Fix&#8221; (<em>FAF<\/em>) bulunmas\u0131, operasyonun emniyetini ve standardizasyonunu art\u0131ran temel bir unsurdur. <em>ICAO <\/em>kriterlerine g\u00f6re bu usuller, esasen Type A olarak adland\u0131r\u0131lan 2D yakla\u015fma operasyonlar\u0131 i\u00e7in tasarlanm\u0131\u015f olsalar da, <em>CDFA <\/em>(Continuous Descent Final Approach) tekni\u011fi kullan\u0131larak bir 3D operasyon mant\u0131\u011f\u0131yla da icra edilebilirler\u2081 <sub>ICAO Doc 8168, Vol 1, 5.2.1.<\/sub> Bu esneklik, pilotun al\u00e7alma safhas\u0131n\u0131 daha stabil bir \u015fekilde y\u00f6netmesine olanak tan\u0131r.<\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e043df&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e043df\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img fetchpriority=\"high\" decoding=\"async\" width=\"779\" height=\"396\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-1.png\" alt=\"\" class=\"wp-image-4298\" style=\"aspect-ratio:1.9671739779170396;width:436px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-1.png 779w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-1-300x153.png 300w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-1-768x390.png 768w\" sizes=\"(max-width: 779px) 100vw, 779px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">Bu segmentin operasyonel s\u0131n\u0131rlar\u0131, <em>FAF <\/em>ad\u0131 verilen bir tesis veya <em>fix <\/em>noktas\u0131ndan ba\u015flayarak <em>MAPt<\/em> (Missed Approach Point) noktas\u0131nda sona erer. <em>FAF <\/em>noktas\u0131, son yakla\u015fma hatt\u0131 \u00fczerinde; pilotun son ini\u015f konfig\u00fcrasyonunu se\u00e7mesine, h\u0131z\u0131 d\u00fc\u015f\u00fcrmesine ve <em>MDA\/H<\/em> irtifas\u0131na emniyetli bir al\u00e7alma ger\u00e7ekle\u015ftirmesine izin verecek uygun bir mesafeye konumland\u0131r\u0131l\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.2.2.<\/sub> Tasar\u0131m a\u015famas\u0131nda mania a\u015fma kriterleri <em>(obstacle clearance<\/em>) g\u00f6z \u00f6n\u00fcnde bulundurularak, <em>NPA <\/em>usulleri i\u00e7in %5.2 veya 3\u00b0 de\u011ferinde bir optimum al\u00e7alma gradyan\u0131 belirlenir; bu da her bir deniz mili i\u00e7in 318 feet (veya km ba\u015f\u0131na 52 metre) al\u00e7alma oran\u0131na tekab\u00fcl eder\u2083 <sub>ICAO Doc 8168, Vol 1, 5.2.3.1.<\/sub> <\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu optimum sabit yakla\u015fma e\u011fimi bilgisi, pilotun durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131 art\u0131rmak amac\u0131yla yakla\u015fma kartlar\u0131nda (charts) a\u00e7\u0131k\u00e7a belirtilir\u2084 <sub>ICAO Doc 8168, Vol 1, 5.2.3.2.<\/sub><\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"524_FAF_Crossing_FAF_Gecisi\"><\/span>5.2.4 <em>FAF <\/em>Crossing (<em>FAF <\/em>Ge\u00e7i\u015fi)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Son yakla\u015fma safhas\u0131n\u0131n ba\u015flang\u0131\u00e7 noktas\u0131 olan <em>FAF<\/em>, prosed\u00fcrde belirtilen irtifa\/y\u00fckseklikte ge\u00e7ilmelidir; ancak her ko\u015fulda, <em>ISA <\/em>\u015fartlar\u0131 alt\u0131ndaki <em>MCA <\/em>(Minimum Crossing Altitude) de\u011ferinin alt\u0131nda kal\u0131nmamal\u0131d\u0131r\u2081 <sub>ICAO Doc 8168, Vol 1, 5.2.4.1.<\/sub> Operasyonel olarak, %5.2 veya 3 derecelik o ideal al\u00e7alma gradyan\u0131n\u0131 tutturabilmek i\u00e7in al\u00e7almaya <em>FAF <\/em>noktas\u0131na ula\u015fmadan \u00f6nce ba\u015flanmas\u0131 hayati \u00f6nem ta\u015f\u0131r. E\u011fer al\u00e7alma <em>FAF <\/em>\u00fczerine gelene kadar geciktirilirse, u\u00e7a\u011f\u0131n s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131 3 derecenin \u00fczerine \u00e7\u0131kmak zorunda kalacakt\u0131r. Ayr\u0131ca, u\u00e7a\u011f\u0131n <em>FAF <\/em>noktas\u0131n\u0131 a\u015fmas\u0131 (overshoot) durumunda, son yakla\u015fma hatt\u0131na (<em>final approach course<\/em>) tam olarak oturmadan <em>MCA <\/em>de\u011ferinin alt\u0131na herhangi bir al\u00e7alma ba\u015flat\u0131lmamal\u0131d\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.2.4.2<\/sub>.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"525_Step_Down_Fix_SDF\"><\/span>5.2.5 Step Down Fix (<em>SDF<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Baz\u0131 hassas olmayan yakla\u015fma prosed\u00fcrlerinde, mania a\u015fma limitlerini daha verimli kullanabilmek ad\u0131na bir Step-down Fix (<em>SDF<\/em>) bile\u015feni eklenebilmektedir. Bu t\u00fcr bir senaryoda, prosed\u00fcr kart\u0131nda iki ayr\u0131 <em>OCA\/H<\/em> de\u011feri yay\u0131mlanmaktad\u0131r\u2083 <sub>ICAO Doc 8168, Vol 1, 5.2.5.1:<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">a) Temel prosed\u00fcr i\u00e7in ge\u00e7erli olan daha y\u00fcksek bir de\u011fer; ve<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">b) Sadece yakla\u015fma esnas\u0131nda SDF noktas\u0131n\u0131n pozitif olarak te\u015fhis edilmesi (identify) durumunda ge\u00e7erli olan daha d\u00fc\u015f\u00fck bir de\u011fer.<\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e0508a&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e0508a\" class=\"wp-block-image aligncenter size-full wp-lightbox-container\"><img decoding=\"async\" width=\"361\" height=\"140\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-2.png\" alt=\"\" class=\"wp-image-4300\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-2.png 361w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-2-300x116.png 300w\" sizes=\"(max-width: 361px) 100vw, 361px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">\u00d6zellikle <em>VOR\/DME<\/em> gibi sistemlerde, her birinin kendine \u00f6zg\u00fc <em>MCA <\/em>de\u011feri olan birden fazla <em>SDF <\/em>bulunabilir. E\u011fer uygun bir <em>DME <\/em>mesafesine g\u00f6re yay\u0131mlanm\u0131\u015f bir step-down prosed\u00fcr\u00fc mevcutsa, pilot belirlenen hatta tam olarak oturmadan al\u00e7almaya ba\u015flamamal\u0131 ve yay\u0131mlanan <em>DME <\/em>mesafe\/irtifa gerekliliklerinin alt\u0131na asla inmemelidir\u2084 <sub>ICAO Doc 8168, Vol 1, 5.2.5.4.<\/sub> Bu mant\u0131k <em>PBN <\/em>(Performance-based Navigation) prosed\u00fcrleri i\u00e7in de ge\u00e7erli olup, <em>SDF <\/em>noktalar\u0131 u\u00e7u\u015f yolu mesafeleri (<em>along-track distances<\/em>) ile tan\u0131mlanarak ayn\u0131 hassasiyetle icra edilir\u2085 <sub>ICAO Doc 8168, Vol 1, 5.2.5.5.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"53_FAF_Icermeyen_Yaklasmalar_ve_Meydan_Tesis_Gereklilikleri\"><\/span>5.3 <em>FAF <\/em>\u0130\u00e7ermeyen Yakla\u015fmalar ve Meydan Tesis Gereklilikleri<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas olmayan yakla\u015fmalar\u0131n bir di\u011fer t\u00fcr\u00fc olan <strong><em>NPA <\/em>without <\/strong><em><strong>FAF<\/strong> <\/em>usulleri, genellikle meydanda sadece tek bir seyr\u00fcsefer tesisinin bulundu\u011fu ve bir <em>FAF <\/em>noktas\u0131 olu\u015fturacak ba\u015fka bir imkan\u0131n olmad\u0131\u011f\u0131 durumlarda tasarlan\u0131r. Bu senaryoda, meydandaki mevcut tesis hem bir <em>IAF <\/em>(Initial Approach Fix) hem de bir <em>MAPt<\/em> (Missed Approach Point) g\u00f6revi g\u00f6rebilir\u2081 <sub>ICAO Doc 8168, Vol 1, 5.3.1.<\/sub> Bu durum, pilotun yakla\u015fma profilini kurarken referans noktas\u0131n\u0131 do\u011frudan bu tesis \u00fczerinden almas\u0131n\u0131 zorunlu k\u0131lar.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel a\u00e7\u0131dan bu usullerdeki en kritik fark, al\u00e7alma zamanlamas\u0131d\u0131r. Belirli bir <em>FAF <\/em>noktas\u0131 bulunmad\u0131\u011f\u0131 i\u00e7in, <em>MDA\/H<\/em> de\u011ferine y\u00f6nelik as\u0131l al\u00e7alma ancak u\u00e7ak son yakla\u015fma hatt\u0131na (final approach track) tam olarak oturduktan (established inbound) sonra ba\u015flat\u0131labilir\u2082 <sub>ICAO Doc 8168, Vol 1, 5.3.2.<\/sub> Ayr\u0131ca bu tip prosed\u00fcrlerde son yakla\u015fma hatt\u0131, pist orta hatt\u0131 (runway centre line) ile her zaman tam olarak \u00e7ak\u0131\u015fmayabilir. Bir meydanda &#8220;straight-in&#8221; (do\u011frudan) yakla\u015fma limitlerinin yay\u0131mlan\u0131p yay\u0131mlanmayaca\u011f\u0131; yakla\u015fma hatt\u0131 ile pist aras\u0131ndaki a\u00e7\u0131 fark\u0131na ve hatt\u0131n pist e\u015fi\u011fine (<em>threshold<\/em>) g\u00f6re konumuna ba\u011fl\u0131 olarak belirlenir\u2083 <sub>ICAO Doc 8168, Vol 1, 5.3.3.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"54_Dikey_Rehberlik_Iceren_Yaklasma_Usulleri_APV\"><\/span>5.4 Dikey Rehberlik \u0130\u00e7eren Yakla\u015fma Usulleri: <em>APV<\/em><span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k teknolojisindeki geli\u015fimle birlikte, hassas olmayan yakla\u015fmalar\u0131n sundu\u011fu emniyet marj\u0131n\u0131 bir ad\u0131m \u00f6teye ta\u015f\u0131yan <strong><em>APV <\/em>(Approach with Vertical Guidance)<\/strong> konsepti literat\u00fcrde \u00f6nemli bir yer edinmi\u015ftir. Bu prosed\u00fcrler, esasen Type A olarak s\u0131n\u0131fland\u0131r\u0131lan 3D yakla\u015fma operasyonlar\u0131 i\u00e7in \u00f6zel olarak tasarlanm\u0131\u015ft\u0131r\u2081 <sub>ICAO Doc 8168, Vol 1, 5.4.1.<\/sub> <em>APV<\/em> usulleri, pilota sadece yatay de\u011fil, ayn\u0131 zamanda dikey d\u00fczlemde de bir rehberlik sunarak stabil yakla\u015fma kriterlerinin \u00e7ok daha etkin bir \u015fekilde uygulanmas\u0131n\u0131 sa\u011flar.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><em>ICAO <\/em>kriterlerine g\u00f6re, <em>APV <\/em>yakla\u015fma prosed\u00fcrleri temel olarak kullan\u0131lan dikey rehberlik kayna\u011f\u0131na g\u00f6re iki ana gruba ayr\u0131lmaktad\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.4.2:<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">a) <em>Baro-VNAV<\/em> sistemlerinden gelen dikey rehberli\u011fe dayal\u0131 prosed\u00fcrler; ve<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"> b) <em>SBAS<\/em> tabanl\u0131 dikey rehberli\u011fe dayal\u0131 prosed\u00fcrler.<\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e05c60&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e05c60\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img decoding=\"async\" width=\"586\" height=\"231\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-3.png\" alt=\"\" class=\"wp-image-4302\" style=\"width:369px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-3.png 586w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-3-300x118.png 300w\" sizes=\"(max-width: 586px) 100vw, 586px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">Bu ayr\u0131m, u\u00e7a\u011f\u0131n s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131 hangi teknolojik altyap\u0131y\u0131 kullanarak hesaplad\u0131\u011f\u0131n\u0131 belirler. <em>Baro-VNAV<\/em> sistemleri u\u00e7a\u011f\u0131n barometrik verilerini kullanarak bir dikey profil olu\u015ftururken, <em>SBAS <\/em>sistemleri uydu tabanl\u0131 d\u00fczeltme sinyalleri ile \u00e7ok daha hassas bir dikey rehberlik sa\u011flar. Her iki durumda da ama\u00e7, pilotun s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131 manuel olarak de\u011fil, sistem deste\u011fiyle y\u00f6netmesini sa\u011flayarak operasyonel emniyeti hassas yakla\u015fma (<em>PA<\/em>) standartlar\u0131na yakla\u015ft\u0131rmakt\u0131r.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"543_APVBaro-VNAV_Yaklasma_Usulleri\"><\/span>5.4.3 APV\/Baro-VNAV Yakla\u015fma Usulleri:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><em>APV <\/em>(Dikey Rehberlikli Yakla\u015fma) d\u00fcnyas\u0131n\u0131n en yayg\u0131n uygulamalar\u0131ndan biri olan <em>Baro-VNAV<\/em>, u\u00e7a\u011f\u0131n barometrik altimetre verilerini kullanarak pilota nominal olarak 3 derecelik bir dikey yol a\u00e7\u0131s\u0131 (<em>VPA<\/em>) sunar\u2081 <sub>ICAO Doc 8168, Vol 1, 5.4.3.1.<\/sub> Bu usul\u00fcn en belirgin \u00f6zelli\u011fi, klasik hassas olmayan yakla\u015fmalarda (<em>NPA<\/em>) kullan\u0131lan ve alt\u0131na inilmemesi gereken <em>MDA\/H<\/em> yerine, hassas yakla\u015fmalara benzer \u015fekilde bir <strong><em>DA\/H<\/em> (Karar \u0130rtifas\u0131\/Y\u00fcksekli\u011fi)<\/strong> kullanmas\u0131d\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.4.3.2.<\/sub> Bu durum, \u00f6zellikle b\u00fcy\u00fck ticari jetler i\u00e7in daha emniyetli ve stabil bir al\u00e7alma profili sa\u011flayarak &#8220;<em>early descent<\/em>&#8221; (erken al\u00e7alma) risklerini minimize eder.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Ancak bu sistemin kritik bir zay\u0131f noktas\u0131 vard\u0131r: dikey rehberli\u011fin kayna\u011f\u0131 u\u00e7a\u011f\u0131n kendi altimetresidir. <em>ILS <\/em>veya <em>GLS <\/em>gibi sistemlerde mevcut olan ba\u011f\u0131ms\u0131z altimetre \u00e7apraz kontrol\u00fc (cross-check), <em>Baro-VNAV<\/em> operasyonlar\u0131nda yap\u0131lamaz; \u00e7\u00fcnk\u00fc sistem zaten o altimetreden beslenir\u2083 <sub>ICAO Doc 8168, Vol 1, 5.4.3.3. <\/sub>Ayr\u0131ca, barometrik altimetrelerin do\u011fas\u0131 gere\u011fi sahip oldu\u011fu hatalar ve <em>PBN <\/em>(Performans Tabanl\u0131 Seyr\u00fcsefer) sistemindeki k\u00fc\u00e7\u00fck sapmalar, bu usul\u00fc tam &#8220;hassas yakla\u015fma&#8221; (<em>PA<\/em>) sistemlerinden bir t\u0131k daha az hassas k\u0131lar\u2084 <sub>ICAO Doc 8168, Vol 1, 5.4.3.4.<\/sub> Teknik bir di\u011fer ayr\u0131nt\u0131 ise, <em>Baro-VNAV<\/em> prosed\u00fcrlerinde bildi\u011fimiz <em>FAF<\/em> noktas\u0131n\u0131n yerini bir <strong><em>FAP <\/em>(Final Approach Point)<\/strong>, <em>MAPt<\/em> noktas\u0131n\u0131n yerini ise u\u00e7a\u011f\u0131n kategorisine g\u00f6re belirlenen <em>DA\/H<\/em> de\u011ferinin almas\u0131d\u0131r\u2085 <sub>ICAO Doc 8168, Vol 1, 5.4.3.5.<\/sub> Bu tip bir yakla\u015fmada yay\u0131mlanabilecek en d\u00fc\u015f\u00fck Karar Y\u00fcksekli\u011fi (<em>DH<\/em>) ise 250 feet (75 m) olarak s\u0131n\u0131rland\u0131r\u0131lm\u0131\u015ft\u0131r\u2086 <sub>ICAO Doc 8168, Vol 1, 5.4.3.6.<\/sub><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"5437_Sicaklik_Kisitlamalari_Temperature_Constraints\"><\/span><strong>5.4.3.7 S\u0131cakl\u0131k K\u0131s\u0131tlamalar\u0131 (<em>Temperature Constraints<\/em>)<\/strong><span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Pilot, yay\u0131mlanm\u0131\u015f t\u00fcm minimum irtifa ve y\u00fcksekliklere gerekli so\u011fuk hava s\u0131cakl\u0131k d\u00fczeltmelerini uygulamaktan sorumludur. Bu \u015funlar\u0131 kapsar:<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">a) ba\u015flang\u0131\u00e7 ve ara segment(ler) i\u00e7in irtifalar\/y\u00fckseklikler;<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">b) DA\/H veya MDA\/H; ve<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">c) m\u00fcteakip ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fma irtifalar\u0131\/y\u00fckseklikleri\u2081<sub> ICAO Doc 8168, Vol 1, 5.4.3.7.1.<\/sub><\/p>\n\n\n\n<ol class=\"wp-block-list\">\n<li><\/li>\n<\/ol>\n\n\n\n<p class=\"wp-block-paragraph\">Prosed\u00fcr tasar\u0131m\u0131 gere\u011fi, <em>APV  Baro-VNAV<\/em> prosed\u00fcr\u00fcn\u00fcn sadece <em>FAS VPA&#8217;s\u0131<\/em> d\u00fc\u015f\u00fck s\u0131cakl\u0131k etkilerine kar\u015f\u0131 korunmu\u015ftur. Kart \u00fczerindeki minimum s\u0131cakl\u0131k 2.5\u00b0&#8217;lik bir minimum <em>VPA <\/em>ile, kart \u00fczerindeki maksimum s\u0131cakl\u0131k ise 3.5\u00b0&#8217;lik bir maksimum <em>VPA <\/em>ile ili\u015fkilidir\u2082 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.2.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">U\u00e7u\u015f y\u00f6netim sistemi (<em>FMS<\/em>), son yakla\u015fma i\u00e7in onayl\u0131 otomatik so\u011fuk hava s\u0131cakl\u0131k telafisi ile donat\u0131lmad\u0131\u011f\u0131 s\u00fcrece, meydan s\u0131cakl\u0131\u011f\u0131 prosed\u00fcr i\u00e7in yay\u0131mlanan minimum meydan s\u0131cakl\u0131\u011f\u0131n\u0131n alt\u0131nda oldu\u011funda Baro-VNAV prosed\u00fcrlerine izin verilmez\u2083 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.3.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">S\u0131cakl\u0131k k\u0131s\u0131tlamalar\u0131n\u0131n operasyonel s\u0131n\u0131rlar\u0131 incelendi\u011finde, kart \u00fczerinde yay\u0131mlanan s\u0131cakl\u0131k aral\u0131klar\u0131n\u0131n yaln\u0131zca <em>LNAV\/VNAV<\/em> minimalleri i\u00e7in bir tahdit olu\u015fturdu\u011fu, di\u011fer minimalleri ise ba\u011flamad\u0131\u011f\u0131 g\u00f6r\u00fclmektedir\u2084 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.4.<\/sub> Ancak teknolojik imkanlar, bu k\u0131s\u0131tlamalar\u0131n esnetilmesine olanak tan\u0131r: Onayl\u0131 ve otomatik so\u011fuk hava kompanzasyonu yapan <em>FMS <\/em>sistemleriyle donat\u0131lm\u0131\u015f hava ara\u00e7lar\u0131nda, ger\u00e7ek s\u0131cakl\u0131k u\u00e7a\u011f\u0131n sertifikasyon limitleri dahilinde kald\u0131\u011f\u0131 s\u00fcrece yay\u0131mlanan minimum s\u0131cakl\u0131k de\u011ferleri bypass edilebilir\u2085 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.5.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">E\u011fer operasyon sahas\u0131ndaki s\u0131cakl\u0131k, ekipman\u0131n sertifikal\u0131 limitlerinin de alt\u0131na inerse, pilotun yay\u0131mlanan t\u00fcm minimum irtifa ve y\u00fckseklik de\u011ferlerine manuel olarak &#8220;so\u011fuk hava altimetre d\u00fczeltmesi&#8221; uygulamas\u0131 \u015fart\u0131yla <em>LNAV <\/em>prosed\u00fcrlerini icra etmesi hala m\u00fcmk\u00fcnd\u00fcr\u2086 <sub><em>ICAO Doc 8168, Vol 1, 5.4.3.7.6<\/em>.<\/sub> Bu noktada <em>SBAS <\/em>(Uydu Tabanl\u0131 Art\u0131rma Sistemi) kullan\u0131m\u0131, operasyonu atmosferik hatalardan tamamen izole ederek bir avantaja d\u00f6n\u00fc\u015f\u00fcr; zira <em>LNAV\/VNAV<\/em> usulleri <em>SBAS <\/em>\u00fczerinden u\u00e7uldu\u011funda bu tip s\u0131cakl\u0131k k\u0131s\u0131tlamalar\u0131 ge\u00e7erlili\u011fini yitirir\u2087 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.7.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Son olarak, pilotlar\u0131n durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131 zirveye ta\u015f\u0131mak ad\u0131na sunulan <em>VPA<\/em> (Dikey Yol A\u00e7\u0131s\u0131) sapma tablolar\u0131, meydan s\u0131cakl\u0131\u011f\u0131 ile ger\u00e7ek s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 aras\u0131ndaki korelasyonu net bir \u015fekilde ortaya koymaktad\u0131r. Bu tablolar\u0131n temel felsefesi, pilotun u\u00e7a\u011f\u0131 manuel olarak s\u00fcz\u00fcl\u00fc\u015f hatt\u0131na oturtmas\u0131 de\u011fil; kompanzasyon yapmayan aviyonik sistemlerin g\u00f6sterdi\u011fi a\u00e7\u0131 ile &#8220;ger\u00e7ek&#8221; a\u00e7\u0131 aras\u0131ndaki fark\u0131 pilotun zihninde somutla\u015ft\u0131rmakt\u0131r. \u00d6zellikle deniz seviyesinden 6.000 feet&#8217;e kadar olan farkl\u0131 meydan irtifalar\u0131ndaki bu farklar\u0131 anlamak i\u00e7in sunulan \u00f6rnek veriler (Tablo II-5-5-1 ve II-5-5-2), emniyetli bir al\u00e7alma profili i\u00e7in kritik birer referans noktas\u0131d\u0131r\u2088 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.8.<\/sub><\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e07257&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e07257\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img loading=\"lazy\" decoding=\"async\" width=\"736\" height=\"297\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-5.png\" alt=\"\" class=\"wp-image-4308\" style=\"aspect-ratio:2.4781371825940366;width:487px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-5.png 736w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-5-300x121.png 300w\" sizes=\"(max-width: 736px) 100vw, 736px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">Baz\u0131 geli\u015fmi\u015f <em>Baro-VNAV<\/em> sistemleri, pilot taraf\u0131ndan girilen meydan s\u0131cakl\u0131\u011f\u0131 verilerini kullanarak dikey yol a\u00e7\u0131s\u0131 (<em>VPA<\/em>) \u00fczerindeki termal etkileri otomatik olarak kompanze etme yetene\u011fine sahiptir. Bu \u00f6zelli\u011fin aktif oldu\u011fu hava ara\u00e7lar\u0131nda pilot, kokpit ekran\u0131nda g\u00f6r\u00fcnt\u00fclenen a\u00e7\u0131n\u0131n &#8220;d\u00fczeltilmi\u015f <em>VPA<\/em>&#8221; oldu\u011funu bildi\u011fi i\u00e7in <em>VPA <\/em>sapma tablolar\u0131n\u0131n kullan\u0131m\u0131 bu senaryoda devre d\u0131\u015f\u0131 kalmaktad\u0131r\u2089 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.9.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><em>Baro-VNAV<\/em> operasyonlar\u0131n\u0131n icras\u0131nda bir di\u011fer vazge\u00e7ilmez unsur ise altimetre ayar prosed\u00fcrleridir. Emniyetli bir al\u00e7alma profili i\u00e7in g\u00fcncel ve yerel bir altimetre kayna\u011f\u0131n\u0131n mevcudiyeti \u015fartt\u0131r; bu nedenle operasyon esnas\u0131nda u\u00e7a\u011f\u0131n altimetresine uygun <em>QNH <\/em>veya <em>QFE <\/em>de\u011ferleri mutlaka set edilmelidir. Uzaktan (remote) al\u0131nan altimetre ayarlar\u0131yla bu tip operasyonlar\u0131n ger\u00e7ekle\u015ftirilmesine kesinlikle izin verilmez\u2081\u2080 <sub>ICAO Doc 8168, Vol 1, 5.4.3.8.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel hassasiyet noktas\u0131nda ise kokpit g\u00f6stergelerindeki dikey yol sapma verilerinin konumu ve duyarl\u0131l\u0131\u011f\u0131 kritik rol oynar. Sistemin, pilotun dikey hattaki sal\u0131n\u0131mlar\u0131 <strong>\u00b122 m (\u00b175 feet)<\/strong> s\u0131n\u0131rlar\u0131 i\u00e7erisinde tutmas\u0131na olanak tan\u0131yacak bir hassasiyete sahip olmas\u0131 gerekmektedir\u2081\u2081<sub> ICAO Doc 8168, Vol 1, 5.4.3.9.1.<\/sub> \u015eayet kullan\u0131lan ekipman bu kriterleri kar\u015f\u0131lam\u0131yorsa, <em>Baro-VNAV<\/em> onay\u0131 i\u00e7in operasyonel bir de\u011ferlendirme yap\u0131lmas\u0131 ve u\u00e7u\u015f ekibine y\u00f6nelik spesifik usullerin (u\u00e7u\u015f direkt\u00f6r\u00fc veya dikey rehberli\u011fe ba\u011fl\u0131 otopilot kullan\u0131m\u0131 gibi) belirlenmesi zorunlu hale gelebilir\u2081\u2082 <sub>ICAO Doc 8168, Vol 1, 5.4.3.9.2.<\/sub><\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"544_SBAS_Yaklasma_Usulleri\"><\/span>5.4.4 SBAS Yakla\u015fma Usulleri:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><em>Baro-VNAV<\/em> operasyonlar\u0131n\u0131n en hassas noktalar\u0131ndan biri olan s\u0131cakl\u0131k k\u0131s\u0131tlamalar\u0131, yaln\u0131zca <em>LNAV\/VNAV<\/em> minimalleri \u00fczerinde bir tahdit olu\u015ftururken; di\u011fer minimaller bu k\u0131s\u0131tlamalar\u0131n d\u0131\u015f\u0131nda tutulmu\u015ftur\u2084 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.4.<\/sub> Modern teknoloji bu noktada operasyonel bir esneklik sa\u011flar: Onayl\u0131 ve otomatik so\u011fuk hava kompanzasyonuna sahip <em>FMS <\/em>sistemleriyle donat\u0131lm\u0131\u015f hava ara\u00e7lar\u0131nda, ger\u00e7ek s\u0131cakl\u0131k u\u00e7a\u011f\u0131n sertifikasyon limitleri dahilinde kald\u0131\u011f\u0131 s\u00fcrece yay\u0131mlanan minimum s\u0131cakl\u0131k de\u011ferleri dikkate al\u0131nmayabilir\u2085 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.5.<\/sub> \u015eayet s\u0131cakl\u0131k ekipman limitlerinin de alt\u0131na inerse; pilotun t\u00fcm minimum irtifalara manuel altimetre d\u00fczeltmesi uygulamas\u0131 \u015fart\u0131yla <em>LNAV <\/em>prosed\u00fcr\u00fc \u00fczerinden operasyona devam etmesi m\u00fcmk\u00fcnd\u00fcr\u2086 <em>ICAO Doc 8168, Vol 1, 5.4.3.7.6.<\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">S\u00fcrecin bir ad\u0131m \u00f6tesi olan <strong><em>SBAS <\/em>(Uydu Tabanl\u0131 Art\u0131rma Sistemi)<\/strong> yakla\u015fma usulleri ise operasyonu bamba\u015fka bir boyuta ta\u015f\u0131r. Bu prosed\u00fcrler; <em>LP<\/em> minimalleriyle icra edilen 2D operasyonlardan, <em>LPV<\/em> minimalleriyle <em>APV <\/em>veya CAT I seviyesindeki 3D operasyonlara kadar geni\u015f bir yelpazeyi kapsar\u2087 <sub>ICAO Doc 8168, Vol 1, 5.4.4.1.<\/sub> <em>SBAS <\/em>ekipman\u0131n\u0131n <em>Baro-VNAV<\/em> kriterlerine dayal\u0131 prosed\u00fcrlerde kullan\u0131lmas\u0131 durumunda, barometrik sistemlerin do\u011fas\u0131ndan kaynaklanan s\u0131cakl\u0131k k\u0131s\u0131tlamalar\u0131 tamamen ge\u00e7erlili\u011fini yitirir\u2088 <sub>ICAO Doc 8168, Vol 1, 5.4.4.2.<\/sub> Bu ba\u011f\u0131ms\u0131zl\u0131k, dikey hatt\u0131n barometrik veri yerine do\u011frudan geometrik uydu verisiyle olu\u015fturulmas\u0131ndan kaynaklanmaktad\u0131r.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel kartland\u0131rma a\u015famas\u0131nda ise, <em>SBAS APV-I<\/em> veya CAT I performans seviyeleriyle ili\u015fkili minimal sat\u0131rlar\u0131 &#8220;<em>LPV<\/em>&#8221; (Localizer Performance with Vertical Guidance) olarak etiketlenir. Bu tan\u0131m, yanal performans\u0131n bir <em>ILS<\/em> <em>localizer <\/em>hassasiyetiyle e\u015fde\u011fer oldu\u011funu teyit ederken; <em>SBAS <\/em>2D operasyonlar\u0131 i\u00e7in ise &#8220;<em>LP<\/em>&#8221; etiketi kullan\u0131l\u0131r\u2089 <sub>ICAO Doc 8168, Vol 1, 5.4.4.3.<\/sub> \u00d6nemli bir teknik ayr\u0131nt\u0131 olarak;<em> APV-I<\/em> terimi <em>GNSS <\/em>yakla\u015fma ve ini\u015f operasyonlar\u0131ndaki bir performans seviyesini temsil eder ve do\u011frudan kartland\u0131rma (charting) amac\u0131yla kullan\u0131lmaz\u2081\u2080 <sub>ICAO Doc 8168, Vol 1, 5.4.4.4. <\/sub>Sonu\u00e7 olarak, pilotlar\u0131n durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131 art\u0131rmak i\u00e7in sunulan <em>VPA <\/em>sapma tablolar\u0131, kompanzasyon yapmayan aviyonik sistemlerin g\u00f6sterdi\u011fi a\u00e7\u0131 ile ger\u00e7ek s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 aras\u0131ndaki fark\u0131 somutla\u015ft\u0131rmak ad\u0131na kritik bir referans olmaya devam etmektedir\u2081\u2081 <sub>ICAO Doc 8168, Vol 1, 5.4.3.7.8.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"55_Hassas_Yaklasma_Precision_Approach_Usulleri\"><\/span>5.5 Hassas Yakla\u015fma (<em>Precision Approach<\/em>) Usulleri<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131kta navigasyonun zirve noktas\u0131 olan hassas yakla\u015fma prosed\u00fcrleri, u\u00e7a\u011f\u0131n hem yanal hem de dikey d\u00fczlemde y\u00fcksek do\u011frulukla rehberlik ald\u0131\u011f\u0131 3D yakla\u015fma operasyonlar\u0131n\u0131 desteklemek amac\u0131yla tasarlanm\u0131\u015ft\u0131r. Bu usuller, operasyonda kullan\u0131lan <em>DA\/H<\/em> de\u011ferlerine ba\u011fl\u0131 olarak Tip A veya Tip B olarak s\u0131n\u0131fland\u0131r\u0131lmaktad\u0131r\u2081 <sub>ICAO Doc 8168, Vol 1, 5.5.1.<\/sub><\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e08eaf&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e08eaf\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img loading=\"lazy\" decoding=\"async\" width=\"643\" height=\"677\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-6.png\" alt=\"\" class=\"wp-image-4312\" style=\"aspect-ratio:0.9497772751402128;width:263px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-6.png 643w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-6-285x300.png 285w\" sizes=\"(max-width: 643px) 100vw, 643px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"552_Final_yaklasma_noktasi_FAP\"><\/span>5.5.2 Final yakla\u015fma noktas\u0131 (<em>FAP<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Yakla\u015fman\u0131n en kritik evresi olan Final Yakla\u015fma Segmenti (<em>FAS<\/em>), teknik olarak Final Yakla\u015fma Noktas\u0131 (<em>FAP<\/em>) ile ba\u015flar. <em>FAP<\/em>, ara yakla\u015fma (<em>intermediate approach<\/em>) irtifas\u0131n\u0131n veya y\u00fcksekli\u011finin; <em>ILS<\/em>, <em>GLS <\/em>veya <em>SBAS CAT I<\/em> gibi sistemlerin nominal s\u00fcz\u00fcl\u00fc\u015f hatt\u0131yla (<em>glide path<\/em>) veya <em>MLS&#8217;in <\/em>elevasyon a\u00e7\u0131s\u0131yla kesi\u015fti\u011fi uzaydaki spesifik bir noktay\u0131 temsil eder\u2082 <sub>ICAO Doc 8168, Vol 1, 5.5.2<\/sub>. <\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"553_Final_yaklasma_uzunlugu_Final_approach_length\"><\/span>5.5.3 Final yakla\u015fma uzunlu\u011fu (<em>Final approach length<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Bu kesi\u015fimin ger\u00e7ekle\u015fti\u011fi final yakla\u015fma uzunlu\u011fu ise operasyonel standartlar gere\u011fi genellikle pist elevasyonunun 300 m (1.000 ft) ile 900 m (3.000 ft) \u00fczerindeki y\u00fcksekliklerde stabilize edilir\u2083 <sub>ICAO Doc 8168, Vol 1, 5.5.3.<\/sub> Bu y\u00fckseklik aral\u0131\u011f\u0131, hava arac\u0131n\u0131n piste teker koymadan \u00f6nceki son s\u00fcz\u00fcl\u00fc\u015f profilinin emniyetli ve stabil bir \u015fekilde kurulmas\u0131na olanak tan\u0131r.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"554_Outer_markerDME_fixwaypoint\"><\/span>5.5.4 (<em>Outer marker\/DME fix\/waypoint<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas yakla\u015fma usullerinin operasyonel emniyeti, final yakla\u015fma sahas\u0131 i\u00e7erisinde s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 ile irtifa\/y\u00fckseklik aras\u0131ndaki ili\u015fkinin do\u011frulanmas\u0131na imkan tan\u0131yan yard\u0131mc\u0131 tesislerle (<em>fix<\/em>, <em>waypoint<\/em>, <em>facility<\/em>) desteklenmektedir. Genellikle bu ama\u00e7 i\u00e7in d\u0131\u015f marker (<em>outer marker<\/em>), <em>waypoint<\/em> veya e\u015f de\u011fer bir <em>DME<\/em> <em>fixi<\/em> kullan\u0131lmaktad\u0131r. Pilotlar, bu belirlenmi\u015f <em>fix <\/em>noktas\u0131n\u0131 ge\u00e7ene kadar s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 \u00fczerinde al\u00e7alarak yay\u0131mlanm\u0131\u015f ge\u00e7i\u015f irtifas\u0131na veya y\u00fcksekli\u011fine inebilirler; ancak bu noktadan \u00f6nce ilgili <em>fix <\/em>ge\u00e7i\u015f irtifas\u0131n\u0131n alt\u0131na inilmemesi kritik bir gerekliliktir\u2081 <sub>ICAO Doc 8168, Vol 1, 5.5.4.1.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu s\u00fcre\u00e7te altimetre hassasiyeti ve atmosferik ko\u015fullar, operasyonun ba\u015far\u0131s\u0131nda belirleyici bir rol oynar. Standart bas\u0131n\u00e7l\u0131 altimetrelerin <em>ISA <\/em>(Uluslararas\u0131 Standart Atmosfer) ko\u015fullar\u0131na g\u00f6re kalibre edildi\u011fi unutulmamal\u0131d\u0131r; bu nedenle <em>ISA <\/em>de\u011ferlerinden sapmalar altimetrede hatal\u0131 okumalara yol a\u00e7acakt\u0131r. \u00d6zellikle s\u0131cakl\u0131\u011f\u0131n <em>ISA&#8217;dan<\/em> y\u00fcksek oldu\u011fu durumlarda ger\u00e7ek irtifa g\u00f6sterilen de\u011ferden daha y\u00fcksek, s\u0131cakl\u0131\u011f\u0131n d\u00fc\u015f\u00fck oldu\u011fu durumlarda ise ger\u00e7ek irtifa g\u00f6sterilenden daha d\u00fc\u015f\u00fck olacakt\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.5.4.2.<\/sub> Bu durum, a\u015f\u0131r\u0131 so\u011fuk hava ko\u015fullar\u0131nda altimetre hatas\u0131n\u0131n emniyet marjlar\u0131n\u0131 zorlayacak seviyeye ula\u015fmas\u0131na neden olabilir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel bir ar\u0131za senaryosunda, yakla\u015fma s\u0131ras\u0131nda <em>ILS<\/em>, <em>GLS<\/em>, <em>SBAS<\/em> <em>CAT I<\/em> s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 veya <em>MLS <\/em>elevasyon a\u00e7\u0131s\u0131 rehberli\u011finin kaybedilmesi durumunda prosed\u00fcr niteli\u011fini kaybederek hassas olmayan (<em>non-precision<\/em>) bir yakla\u015f\u0131ma d\u00f6n\u00fc\u015f\u00fcr. B\u00f6yle bir durumda, s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 veya <em>MLS <\/em>elevasyon a\u00e7\u0131s\u0131n\u0131n gayri faal (<em>inoperative<\/em>) oldu\u011fu durumlar i\u00e7in yay\u0131mlanan <em>OCA\/H<\/em> de\u011ferleri ve ili\u015fkili usuller derhal uygulamaya konulmal\u0131d\u0131r\u2083 <sub>ICAO Doc 8168, Vol 1, 5.5.4.3.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"56_Hassas_Yaklasma_Suzulus_Hatti_ve_Elevasyon_Acisi_Kriterleri\"><\/span>5.6 Hassas Yakla\u015fma S\u00fcz\u00fcl\u00fc\u015f Hatt\u0131 ve Elevasyon A\u00e7\u0131s\u0131 Kriterleri<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas yakla\u015fma sistemlerinin mimarisini ve operasyonel emniyetini belirleyen en kritik parametrelerden biri, s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 a\u00e7\u0131s\u0131d\u0131r (<em>Glide Path Angle<\/em>). <em>ILS<\/em>, <em>MLS<\/em> ve <em>GLS <\/em>sistemleri i\u00e7in tesis edilen a\u00e7\u0131 limitleri, u\u00e7a\u011f\u0131n piste stabil bir \u015fekilde s\u00fcz\u00fclmesini sa\u011flayacak \u015fekilde standartla\u015ft\u0131r\u0131lm\u0131\u015ft\u0131r. Bu kapsamda belirlenen de\u011ferler \u015funlard\u0131r:<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Minimum A\u00e7\u0131:<\/strong> 2.5\u00b0<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Optimum A\u00e7\u0131:<\/strong> 3.0\u00b0<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Maksimum A\u00e7\u0131:<\/strong> 3.5\u00b0 (Ancak bu de\u011fer<em> CAT II\/III<\/em> operasyonlar\u0131 i\u00e7in <strong>3.0\u00b0<\/strong> ile s\u0131n\u0131rland\u0131r\u0131lm\u0131\u015ft\u0131r)<sub>ICAO Doc 8168, Vol 1, 5.6.<\/sub><\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"57_Karar_Irtifasi_DA_veya_Karar_Yuksekligi_DH_Belirlenmesi\"><\/span>5.7 Karar \u0130rtifas\u0131 (<em>DA<\/em>) veya Karar Y\u00fcksekli\u011fi (<em>DH<\/em>) Belirlenmesi<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas yakla\u015fma operasyonlar\u0131nda emniyetli bir al\u00e7alma limiti olan <em>DA\/H<\/em> de\u011ferleri; <em>ILS<\/em>, <em>MLS<\/em>, <em>GBAS <\/em>veya <em>SBAS CAT I<\/em> tesislerinin fiziksel karakteristiklerinin yan\u0131 s\u0131ra hem yakla\u015fma hem de ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fma sahalar\u0131ndaki engellerin titizlikle de\u011ferlendirilmesiyle belirlenir. Hesaplanan <em>OCA\/H<\/em> de\u011feri, sahadaki en y\u00fcksek engelin \u00fczerine u\u00e7ak kategorisine \u00f6zel toleranslar\u0131n eklenmesiyle elde edilir\u2081 <sub>ICAO Doc 8168, Vol 1, 5.7.1.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu engellerin de\u011ferlendirilmesinde; u\u00e7a\u011f\u0131n kategorisi, yakla\u015fma esnas\u0131ndaki otopilot\/u\u00e7u\u015f direkt\u00f6r\u00fc ba\u011flant\u0131s\u0131 (<em>coupling<\/em>), operasyon kategorisi ve ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fma t\u0131rmanma performans\u0131 gibi operasyonel de\u011fi\u015fkenler dikkate al\u0131n\u0131r. Belirlenen<em> OCA\/H<\/em> de\u011ferleri, prosed\u00fcr\u00fcn tasarland\u0131\u011f\u0131 u\u00e7ak kategorilerine uygun olarak aletli yakla\u015fma kartlar\u0131nda (<em>IAC<\/em>) yay\u0131mlan\u0131r\u2082 <sub>ICAO Doc 8168, Vol 1, 5.7.2. <\/sub>Operat\u00f6rler, <em>Annex<\/em> 6&#8217;da belirtilen ek fakt\u00f6rleri de bu de\u011ferlere uygulayarak nihai<em> DA\/H<\/em> de\u011ferini belirlemektedir\u2083 <sub>ICAO Doc 8168, Vol 1, 5.7.3.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fman\u0131n ba\u015flat\u0131lmas\u0131 s\u0131ras\u0131nda meydana gelen dikey yer de\u011fi\u015fimi (height loss), prosed\u00fcr tasar\u0131mc\u0131lar\u0131 taraf\u0131ndan \u00f6zel bir pay olarak hesaba kat\u0131l\u0131r. Bu pay; kullan\u0131lan altimetre tipine ve hava arac\u0131n\u0131n teknik \u00f6zelliklerine dayan\u0131r, ancak r\u00fczgar sapmas\u0131 (<em>wind shear)<\/em> veya t\u00fcrb\u00fclans gibi normal d\u0131\u015f\u0131 meteorolojik ko\u015fullar\u0131 kapsamaz\u2084 <sub>ICAO Doc 8168, Vol 1, 5.7.4.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">\u0130rtifa kayb\u0131 do\u011frudan u\u00e7a\u011f\u0131n s\u00fcratiyle ili\u015fkili bir fonksiyon oldu\u011fundan, hesaplamalarda her kategorinin \u00fcst s\u00fcrat limiti referans al\u0131narak t\u00fcm durumlar i\u00e7in muhafazakar bir veri sunulur\u2085 <sub>ICAO Doc 8168, Vol 1, 5.7.4.1. <\/sub>\u015eayet belirli bir (V<sub>at<\/sub>) s\u00fcrati i\u00e7in \u00f6zel bir irtifa kayb\u0131 veya altimetre marj\u0131 hesaplanmas\u0131 gerekirse, d\u00f6k\u00fcmanda belirtilen spesifik form\u00fcller uygulan\u0131r\u2086 <sub>ICAO Doc 8168, Vol 1, 5.7.4.2.<\/sub><\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e0beaa&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e0beaa\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img loading=\"lazy\" decoding=\"async\" width=\"868\" height=\"101\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-7.png\" alt=\"\" class=\"wp-image-4313\" style=\"aspect-ratio:8.59523441126412;width:619px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-7.png 868w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-7-300x35.png 300w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-7-768x89.png 768w\" sizes=\"(max-width: 868px) 100vw, 868px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"575_Standart_Disi_Usuller_Non-standard_procedures\"><\/span>5.7.5 Standart D\u0131\u015f\u0131 Usuller (<em>Non-standard procedures<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131kta s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 a\u00e7\u0131s\u0131 3.5 dereceden b\u00fcy\u00fck olan veya nominal al\u00e7alma oran\u0131n\u0131n 5 m\/sn (1 000 ft\/dk) de\u011ferini a\u015ft\u0131\u011f\u0131 t\u00fcm prosed\u00fcrler standart d\u0131\u015f\u0131 olarak kabul edilir\u2081<sub> ICAO Doc 8168, Vol 1, 5.7.5.1.<\/sub> Bu tip usuller, yaln\u0131zca \u00f6zel olarak onaylanm\u0131\u015f operat\u00f6rler ve hava ara\u00e7lar\u0131 ile s\u0131n\u0131rland\u0131r\u0131lmakta olup; ilgili hava arac\u0131 ve ekip k\u0131s\u0131tlamalar\u0131 yakla\u015fma kart\u0131 (<em>IAC<\/em>) \u00fczerinde a\u00e7\u0131k\u00e7a belirtilir\u2082 <sub>ICAO Doc 8168, Vol 1, 5.7.5.2.<\/sub> Tasar\u0131m s\u00fcrecinde u\u00e7a\u011f\u0131n konfig\u00fcrasyonu, motor ar\u0131zas\u0131 senaryolar\u0131, r\u00fczgar limitleri ve ekip kalifikasyonlar\u0131 gibi ek operasyonel fakt\u00f6rler de de\u011ferlendirmeye al\u0131n\u0131r\u2083 <sub>ICAO Doc 8168, Vol 1, 5.7.5.3.<\/sub><\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"576_Hassas_Segmentin_Korunmasi_Protection_of_the_precision_segment\"><\/span>5.7.6 Hassas Segmentin Korunmas\u0131 (<em>Protection of the precision segment<\/em>)<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas bir yakla\u015fmada s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 veya elevasyon a\u00e7\u0131s\u0131 \u00fczerinden al\u00e7alma ba\u015flat\u0131lmadan \u00f6nce, hava arac\u0131n\u0131n <em>localizer <\/em>veya final yakla\u015fma hatt\u0131 takip tolerans\u0131 dahiline girmi\u015f olmas\u0131 emniyet a\u00e7\u0131s\u0131ndan zorunludur. Bu gereklilik, b\u00f6lgedeki engel koruma sahas\u0131n\u0131n (<em>protection area<\/em>) daha dar olmas\u0131ndan kaynaklan\u0131r\u2084 <sub>ICAO Doc 8168, Vol 1, 5.7.6.1.<\/sub> Koruma alan\u0131 i\u00e7erisinde kalabilmek i\u00e7in pilotun, hatta yerle\u015ftikten sonra merkez hatt\u0131ndan yar\u0131m \u00f6l\u00e7ekten (half-scale) fazla sapmamas\u0131 ve engel korumas\u0131n\u0131n s\u00fcreklili\u011fi i\u00e7in s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131 titizlikle muhafaza etmesi gerekir\u2085 <sub>ICAO Doc 8168, Vol 1, 5.7.6.2.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operat\u00f6rler, ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fma i\u00e7in <sub>DA\/H<\/sub> de\u011ferini belirlerken u\u00e7a\u011f\u0131n a\u011f\u0131rl\u0131\u011f\u0131n\u0131, irtifay\u0131, s\u0131cakl\u0131k limitlerini ve r\u00fczgar h\u0131z\u0131n\u0131 mutlak surette dikkate almal\u0131d\u0131r. <sub>OCA\/H <\/sub>de\u011feri ka\u00e7\u0131r\u0131lm\u0131\u015f yakla\u015fma alan\u0131ndaki bir engele dayal\u0131 olabilece\u011fi i\u00e7in, u\u00e7a\u011f\u0131n de\u011fi\u015fken t\u0131rmanma performanslar\u0131ndan elde edilebilecek operasyonel avantajlar bu hesaplamalarda kullan\u0131labilir\u2086<sub> ICAO Doc 8168, Vol 1, 5.7.7.<\/sub><\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad1091e0c631&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad1091e0c631\" class=\"wp-block-image aligncenter size-full wp-lightbox-container\"><img loading=\"lazy\" decoding=\"async\" width=\"751\" height=\"345\" data-wp-class--hide=\"state.isContentHidden\" data-wp-class--show=\"state.isContentVisible\" data-wp-init=\"callbacks.setButtonStyles\" data-wp-on--click=\"actions.showLightbox\" data-wp-on--load=\"callbacks.setButtonStyles\" data-wp-on--pointerdown=\"actions.preloadImage\" data-wp-on--pointerenter=\"actions.preloadImageWithDelay\" data-wp-on--pointerleave=\"actions.cancelPreload\" data-wp-on-window--resize=\"callbacks.setButtonStyles\" src=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-10.png\" alt=\"\" class=\"wp-image-4316\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-10.png 751w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/03\/image-10-300x138.png 300w\" sizes=\"(max-width: 751px) 100vw, 751px\" \/><button\n\t\t\tclass=\"lightbox-trigger\"\n\t\t\ttype=\"button\"\n\t\t\taria-haspopup=\"dialog\"\n\t\t\tdata-wp-bind--aria-label=\"state.thisImage.triggerButtonAriaLabel\"\n\t\t\tdata-wp-init=\"callbacks.initTriggerButton\"\n\t\t\tdata-wp-on--click=\"actions.showLightbox\"\n\t\t\tdata-wp-style--right=\"state.thisImage.buttonRight\"\n\t\t\tdata-wp-style--top=\"state.thisImage.buttonTop\"\n\t\t>\n\t\t\t<svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"12\" height=\"12\" fill=\"none\" viewBox=\"0 0 12 12\">\n\t\t\t\t<path fill=\"#fff\" d=\"M2 0a2 2 0 0 0-2 2v2h1.5V2a.5.5 0 0 1 .5-.5h2V0H2Zm2 10.5H2a.5.5 0 0 1-.5-.5V8H0v2a2 2 0 0 0 2 2h2v-1.5ZM8 12v-1.5h2a.5.5 0 0 0 .5-.5V8H12v2a2 2 0 0 1-2 2H8Zm2-12a2 2 0 0 1 2 2v2h-1.5V2a.5.5 0 0 0-.5-.5H8V0h2Z\" \/>\n\t\t\t<\/svg>\n\t\t<\/button><\/figure>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h4 class=\"wp-block-heading\">Ayr\u0131ca Bak\u0131n\u0131z:<\/h4>\n\n\n\n<ul class=\"wp-block-list\">\n<li><a href=\"https:\/\/ibonav.aero\/learn\/seyir-seviyeleri-altimetre-ayar-usulleri\/\">Altimetre Ayar Prosed\u00fcrleri ve Altimetre Do\u011frultmalar\u0131<\/a><\/li>\n\n\n\n<li><a href=\"https:\/\/ibonav.aero\/learn\/engel-acikligi-moc-roc-primary-ve-secondary-alan-icaofaa\/\">Engel A\u00e7\u0131kl\u0131\u011f\u0131, MOC, ROC, Primary ve Secondary Alanlar<\/a><\/li>\n\n\n\n<li><a href=\"https:\/\/ibonav.aero\/learn\/haritalarda-rolyef-bilgilerinin-gosterilmesi\/\">Haritalarda R\u00f6lyef Bilgilerinin G\u00f6sterilmesi, Konturlar, Spot Elevation<\/a><\/li>\n<\/ul>\n\n\n\n<h4 class=\"wp-block-heading\">Ana Kaynaklar:<\/h4>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>ICAO Doc 8168 PANS-OPS Vol. I<\/strong>: Procedures for Air Navigation Services \u2014 Aircraft Operations (6th Ed. Amend. 11 28\/11\/24)<\/li>\n\n\n\n<li><strong>ICAO Doc 8168 PANS-OPS Vol. II<\/strong>: Construction of Visual and Instrument Flight Procedures (7th Ed. Amend. 10 Corr. 2 28\/11\/24)<\/li>\n\n\n\n<li><strong>ICAO Doc 8168 PANS-OPS Vol. III<\/strong>: Aircraft Operating Procedures (1st Ed. Amend. 2 3\/11\/22)<\/li>\n\n\n\n<li><strong>ICAO Annex 2<\/strong>: Rules of the Air (11th Ed. Amend. 48 28\/11\/24)<\/li>\n\n\n\n<li><strong>ICAO Annex 4<\/strong>: Aeronautical Charts (11th Ed. Amend. 62 Corr. 2 28\/11\/24)<\/li>\n\n\n\n<li><strong>ICAO Annex 6<\/strong>: Operation of Aircraft (Part I, Chapter 4)<\/li>\n\n\n\n<li><strong>ICAO Doc 8697<\/strong>: Aeronautical Chart Manual (3rd Ed. Amend. 1 Corr. 1 11\/12\/20)<\/li>\n\n\n\n<li><strong>ICAO Doc 8400 PANS-ABC<\/strong>: ICAO Abbreviations and Codes (9th Ed. Amend. 33 8\/11\/18)<\/li>\n\n\n\n<li><strong>ICAO Doc 10066 PANS-AIM<\/strong>: Aeronautical Information Management (1st Ed. Amend. 3 28\/11\/24)<\/li>\n\n\n\n<li><strong>EASA<\/strong>: Easy Access Rules for Air Operations (21 Eyl\u00fcl 2023)<\/li>\n\n\n\n<li><strong>Jeppesen Airway Manual<\/strong>: General Student Pilot Route Manual (13 Haziran 2024)<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Giri\u015f: Aletli u\u00e7u\u015fun (IFR) en kritik safhas\u0131 olan yakla\u015fma prosed\u00fcrleri,<\/p>\n","protected":false},"author":12,"featured_media":4320,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[10,29],"tags":[291,810,808,135,528,132,108,793,209,811,809],"class_list":["post-4294","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aletli-ucus","category-aletli-ucus-prosedurleri","tag-aip","tag-approach","tag-hassas-yaklasma","tag-icao","tag-icao-pans-ops","tag-ifr","tag-ils","tag-instrument-approach-chart","tag-navigasyon","tag-type-of-approach","tag-yaklasma-turleri"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Hassas ve Hassas Olmayan Yakla\u015fma Usulleri: Precision vs. Non-Precision Approach [ICAO]<\/title>\n<meta name=\"description\" content=\"Giri\u015f: Aletli u\u00e7u\u015fun (IFR) en kritik safhas\u0131 olan yakla\u015fma 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