{"id":4344,"date":"2026-04-12T13:04:02","date_gmt":"2026-04-12T10:04:02","guid":{"rendered":"https:\/\/ibonav.aero\/learn\/?p=4344"},"modified":"2026-04-12T22:08:37","modified_gmt":"2026-04-12T19:08:37","slug":"yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao","status":"publish","type":"post","link":"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/","title":{"rendered":"Yakla\u015fma T\u00fcrleri ve Karar Y\u00fcksekliklerini \u0130\u015flevi (PA\/NPA, Type A\/B 2D\/3D DA\/MDA) [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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris\" >Giri\u015f:<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-2\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Baslamadan_Once\" >Ba\u015flamadan \u00d6nce:<\/a><\/li><\/ul><\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Yaklasma_Turleri_ve_Karar_Yukseklikleri_ICAO\" >Yakla\u015fma T\u00fcrleri ve Karar Y\u00fckseklikleri [ICAO]:<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-4\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris-2\" >Giri\u015f:<\/a><\/li><\/ul><\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Yaklasmalar_ile_Ilgili_Siniflandirmalar_ICAO\" >Yakla\u015fmalar ile \u0130lgili S\u0131n\u0131fland\u0131rmalar [ICAO]:<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Precision_Approach_PA\" >Precision Approach (PA):<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Non-Precision_Approach_NPA\" >Non-Precision Approach (NPA):<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-8\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Approach_Procedure_With_Vertical_Guidance_APV\" >Approach Procedure With Vertical Guidance (APV):<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-9\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Type_of_Operation_2D3D\" >Type of Operation (2D\/3D):<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-10\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Approach_Types\" >Approach Types<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-11\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Approach_Type_Type_A\" >Approach Type (Type A):<\/a><\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Approach_Type_Type_B\" >Approach Type (Type B):<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Diger_Hususlar\" >Di\u011fer Hususlar:<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris-3\" >Giri\u015f:<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Instrument_Non-Instrument_Runway\" >Instrument \/ Non-Instrument Runway:<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-16\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Alcalis_Turleri_CDFA_%E2%80%93_Constant_Angle_Des_%E2%80%93_Step_Down_ICAO\" >Al\u00e7al\u0131\u015f T\u00fcrleri (CDFA &#8211; Constant Angle Des. &#8211; Step Down) [ICAO]<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-17\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris-4\" >Giri\u015f:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-18\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Operasyonel_Tartisma_Step-Down_Teknigindeki_%E2%80%9CDuz_Ucus%E2%80%9D_Tuzagi_ve_Stabil_Yaklasma_Ikilemi\" >Operasyonel Tart\u0131\u015fma: Step-Down Tekni\u011findeki &#8220;D\u00fcz U\u00e7u\u015f&#8221; Tuza\u011f\u0131 ve Stabil Yakla\u015fma \u0130kilemi<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-19\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Ilgili_ulkedeki_Isletme_Usulleri_ile_Iliskisi\" >\u0130lgili \u00fclkedeki \u0130\u015fletme Usulleri ile \u0130li\u015fkisi:<\/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\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Step_Down\" >Step Down:<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-21\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#SDF_Step_Down_Fix_Kavrami_ve_Operasyonel_Islevi\" >SDF (Step Down Fix) Kavram\u0131 ve Operasyonel \u0130\u015flevi:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-22\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#%E2%80%8BOperasyonel_Limitler_ve_Gradyan_Kisitlamalari\" >\u200bOperasyonel Limitler ve Gradyan K\u0131s\u0131tlamalar\u0131:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-23\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#%E2%80%8BEmniyet_Zafiyetleri_ve_Mania_Maruziyeti_%E2%80%8B\" >\u200bEmniyet Zafiyetleri ve Mania Maruziyeti:\u200b<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-24\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Continuous_Angle_Descent\" >Continuous Angle Descent:<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-25\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Operasyonel_Karar_ve_MDAH_Yonetimi\" >Operasyonel Karar ve MDA\/H Y\u00f6netimi:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-26\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Gorsel_Referansin_Kaybi_ve_Level-Off_Senaryosu\" >G\u00f6rsel Referans\u0131n Kayb\u0131 ve Level-Off Senaryosu:<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-27\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Continuous_Descent_Final_Approach_CDFA\" >Continuous Descent Final Approach (CDFA):<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-28\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Operasyonel_Icra_ve_2D3D_Ayrimi\" >Operasyonel \u0130cra ve 2D\/3D Ayr\u0131m\u0131:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-29\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#MDAH_Yonetimi_ve_Pas_Gecme_Proseduru\" >MDA\/H Y\u00f6netimi ve Pas Ge\u00e7me Prosed\u00fcr\u00fc:<\/a><\/li><\/ul><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-30\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Karar_Yukseklikleri_DAH_%E2%80%93_MDAH_ve_Uygulama_Farkliliklari_ICAO\" >Karar Y\u00fckseklikleri (DA\/H &#8211; MDA\/H) ve Uygulama Farkl\u0131l\u0131klar\u0131 [ICAO]:<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-31\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris-5\" >Giri\u015f:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-32\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Altitude_Irtifa_%E2%80%93_Height_Yukseklik_Iliskisi\" >Altitude [\u0130rtifa] &#8211; Height [Y\u00fckseklik] \u0130li\u015fkisi:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-33\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#OCAH_ve_AOM_ile_Iliskisi\" >OCA\/H ve AOM ile \u0130li\u015fkisi:<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-34\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Minimum_Descent_MDA_ve_Minimum_Descent_MDH\" >Minimum Descent (MDA) ve Minimum Descent (MDH):<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-35\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Gorsel_Referanslar_ve_Altina_Inis_Sartlari\" >G\u00f6rsel Referanslar ve Alt\u0131na \u0130ni\u015f \u015eartlar\u0131:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-36\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Operasyonel_Icra_ve_Turetilmis_Karar_Yuksekligi_Derived_DAH_Iliskisi\" >Operasyonel \u0130cra ve T\u00fcretilmi\u015f Karar Y\u00fcksekli\u011fi (Derived DA\/H \u0130li\u015fkisi):<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-37\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Decision_Altitude_DA_ve_Decision_Height_DH\" >Decision Altitude (DA) ve Decision Height (DH):<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-38\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#NATOMIPS_Farkliliklari\" >NATO\/MIPS Farkl\u0131l\u0131klar\u0131:<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-39\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Giris-6\" >Giri\u015f:<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-40\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Taktiksel_Paradigma_CDFA_Zorluklari_ve_Step_Down_Avantaji\" >Taktiksel Paradigma: CDFA Zorluklar\u0131 ve Step Down Avantaj\u0131:<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-41\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Visual_Descent_Point_VDP\" >Visual Descent Point (VDP):<\/a><ul class='ez-toc-list-level-4' ><li class='ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-42\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#Tanim_ve_Aerodinamik_Islevi\" >Tan\u0131m ve Aerodinamik \u0130\u015flevi:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-43\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#MIPS_Uygulamalari_ve_Murted_Ornegi\" >MIPS Uygulamalar\u0131 ve M\u00fcrted \u00d6rne\u011fi:<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-4'><a class=\"ez-toc-link ez-toc-heading-44\" href=\"https:\/\/ibonav.aero\/learn\/yaklasma-turleri-ve-karar-yuksekliklerini-islevi-pa-npa-type-a-b-2d-3d-da-mda-icao\/#US_TERPS_ve_FAA_Usulleri_Uzerine_Bir_Not\" >US TERPS ve FAA Usulleri \u00dczerine Bir Not:<\/a><\/li><\/ul><\/li><\/ul><\/li><\/ul><\/nav><\/div>\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<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Baslamadan_Once\"><\/span>Ba\u015flamadan \u00d6nce:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k tarihinin ba\u015flang\u0131c\u0131ndan itibaren, hava ara\u00e7lar\u0131n\u0131n piste emniyetli bir \u015fekilde s\u00fcz\u00fclmesini sa\u011flayan yakla\u015fma usulleri, teknolojinin evrimiyle birlikte b\u00fcy\u00fck bir de\u011fi\u015fim g\u00f6stermi\u015ftir. Geleneksel havac\u0131l\u0131kta yakla\u015fmalar, kullan\u0131lan yer te\u00e7hizat\u0131n\u0131n (<em>VOR<\/em>, <em>NDB<\/em>, <em>ILS<\/em> gibi) teknik kabiliyetlerine g\u00f6re s\u0131n\u0131fland\u0131r\u0131lmaktayd\u0131. Ancak modern havac\u0131l\u0131kta, <em>PBN<\/em> (Performance Based Navigation) [<em>Performans Tabanl\u0131 Seyr\u00fcsefer<\/em>] konseptinin yayg\u0131nla\u015fmas\u0131yla birlikte <em>ICAO<\/em>, yakla\u015fma t\u00fcrlerini ekipman odakl\u0131 olmaktan \u00e7\u0131kar\u0131p operasyonel kabiliyet odakl\u0131 bir yap\u0131ya d\u00f6n\u00fc\u015ft\u00fcrm\u00fc\u015ft\u00fcr.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu makalede, <em>ICAO<\/em> <em>Annex 6<\/em>, <em>Doc 8168<\/em> (<em>PANS-OPS<\/em>) ve <em>Doc 9365<\/em> (<em>All Weather Operation<\/em>) \u00e7er\u00e7evesinde tan\u0131mlanan modern yakla\u015fma s\u0131n\u0131fland\u0131rmalar\u0131, <em>2D<\/em> (Two-Dimensional) [<em>\u0130ki Boyutlu<\/em>] ve <em>3D<\/em> (Three-Dimensional) [<em>\u00dc\u00e7 Boyutlu<\/em>] operasyon farklar\u0131 ile bu operasyonlarda kullan\u0131lan limit de\u011ferlerini ve (<em>DA\/H<\/em>, <em>MDA\/H<\/em>) i\u015flevleri ele al\u0131nacakt\u0131r.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Bak\u0131n\u0131z:<\/strong> Yakla\u015fma Segmetleri<\/li>\n\n\n\n<li><strong>Bak\u0131n\u0131z:<\/strong> Yakla\u015fma \u0130simlendirme Usulleri ve \u00c7e\u015fitleri<\/li>\n\n\n\n<li><strong>Bak\u0131n\u0131z:<\/strong> Yakla\u015fmalarda Engel De\u011ferlendirme Y\u00fczeyleri ve OCA\/H<\/li>\n\n\n\n<li><strong>Bak\u0131n\u0131z:<\/strong> Aerodrome Operating Minima (AOM) ve Alakal\u0131 Hususlar &#8211; CAT I\/II\/III &#8211; DA\/MDA\/RVR\/VIS De\u011ferlerinin Belirlenmesi<\/li>\n<\/ul>\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=\"Yaklasma_Turleri_ve_Karar_Yukseklikleri_ICAO\"><\/span>Yakla\u015fma T\u00fcrleri ve Karar Y\u00fckseklikleri [ICAO]:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris-2\"><\/span>Giri\u015f:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">K\u00fcresel havac\u0131l\u0131k sisteminde aletli yakla\u015fma usulleri (<em>Instrument approach procedures<\/em>), u\u00e7u\u015f operasyonlar\u0131n\u0131n emniyet ve verimlilik dengesini sa\u011flayan temel mimariyi olu\u015fturur. Ge\u00e7mi\u015f d\u00f6nemlerde yakla\u015fma s\u0131n\u0131fland\u0131rmalar\u0131, u\u00e7a\u011f\u0131n \u00fczerinde bulunan ve yer istasyonundan sinyal alan cihazlar\u0131n (<em>VOR<\/em>, <em>NDB<\/em>, <em>ILS<\/em> gibi) teknik s\u0131n\u0131rlar\u0131na g\u00f6re belirlenmekteydi. Ancak hava sahas\u0131 yo\u011funlu\u011funun artmas\u0131 ve seyr\u00fcsefer teknolojilerinin dijitalle\u015fmesi, <em>ICAO<\/em>\u2019nun bu alanda k\u00f6kl\u00fc bir paradigma de\u011fi\u015fimine gitmesini zorunlu k\u0131lm\u0131\u015ft\u0131r. 2014 y\u0131l\u0131 itibar\u0131yla y\u00fcr\u00fcrl\u00fc\u011fe giren yeni standartlar ile birlikte yakla\u015fma operasyonlar\u0131; ekipman ba\u011f\u0131ml\u0131l\u0131\u011f\u0131ndan kurtar\u0131larak, u\u00e7a\u011f\u0131n sergiledi\u011fi seyr\u00fcsefer performans\u0131na ve operasyonel limitlere (<em>Type A<\/em> veya <em>Type B<\/em>) g\u00f6re yeniden tan\u0131mlanm\u0131\u015ft\u0131r. Bu makale, modern havac\u0131l\u0131ktaki bu yeni s\u0131n\u0131fland\u0131rma mant\u0131\u011f\u0131n\u0131 ve emniyet marjlar\u0131n\u0131n belirleyicisi olan karar y\u00fcksekliklerini teknik detaylar\u0131yla ele almaktad\u0131r.<\/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=\"Yaklasmalar_ile_Ilgili_Siniflandirmalar_ICAO\"><\/span>Yakla\u015fmalar ile \u0130lgili S\u0131n\u0131fland\u0131rmalar [ICAO]:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Precision_Approach_PA\"><\/span>Precision Approach (PA):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas yakla\u015fma usulleri, u\u00e7u\u015f operasyonlar\u0131n\u0131n son yakla\u015fma safhas\u0131nda u\u00e7a\u011fa hem yatay hem de dikey d\u00fczlemde rehberlik sa\u011flayan, 3D yakla\u015fma operasyonlar\u0131 kategorisine giren, emniyet marjlar\u0131 en y\u00fcksek prosed\u00fcrlerdir. Bu usuller, operasyonel limitlerine ve kullan\u0131lan karar y\u00fcksekli\u011fine (<em>DA\/H<\/em>) (<em>Decision Altitude\/Height<\/em>) ba\u011fl\u0131 olarak <em>Type A<\/em> veya <em>Type B<\/em> olarak s\u0131n\u0131fland\u0131r\u0131lmaktad\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.5.1.<\/sub><\/em> Modern havac\u0131l\u0131kta hassas yakla\u015fman\u0131n temelini, u\u00e7a\u011f\u0131n yerdeki veya uydudaki bir sinyal kayna\u011f\u0131na sad\u0131k kalarak, sanki g\u00f6r\u00fcnmez bir ray \u00fczerinde s\u00fcz\u00fcl\u00fcyormu\u015f\u00e7as\u0131na piste ula\u015fmas\u0131 olu\u015fturur.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Detayl\u0131 bilgi i\u00e7in ayr\u0131ca bak\u0131n\u0131z:<\/strong> <a 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><\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Non-Precision_Approach_NPA\"><\/span>Non-Precision Approach (NPA):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Hassas olmayan yakla\u015fma usulleri, u\u00e7u\u015f operasyonlar\u0131n\u0131n son yakla\u015fma safhas\u0131nda u\u00e7a\u011fa sadece yatay d\u00fczlemde rehberlik sa\u011flayan, elektronik bir dikey s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 sunmayan prosed\u00fcrlerdir. Bu usuller, <em>2D<\/em> yakla\u015fma operasyonlar\u0131 kategorisine girmekte olup ula\u015f\u0131lan minimum al\u00e7al\u0131\u015f irtifas\u0131na (<em>MDA\/H<\/em>) ba\u011fl\u0131 olarak genellikle <em>Type A<\/em> operasyonel limitlerine tabidir <sub><em>ICAO Doc 8168, Vol 1, 4.1.3.<\/em><\/sub> U\u00e7a\u011f\u0131 piste y\u00f6nlendiren bir dikey rehber bulunmad\u0131\u011f\u0131ndan, pilotun al\u00e7alma profilini barometrik altimetre verilerine dayanarak manuel y\u00f6netmesi gerekir ki bu durum u\u00e7u\u015f ekibinin i\u015f y\u00fck\u00fcn\u00fc art\u0131r\u0131r ve emniyet marjlar\u0131n\u0131 hassas yakla\u015fmalara k\u0131yasla daralt\u0131r.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Detayl\u0131 bilgi i\u00e7in ayr\u0131ca bak\u0131n\u0131z:<\/strong> <a 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><\/li>\n<\/ul>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Approach_Procedure_With_Vertical_Guidance_APV\"><\/span><br>Approach Procedure With Vertical Guidance (APV):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Dikey rehberlikli yakla\u015fma usulleri, havac\u0131l\u0131k tarihinde geleneksel hassas (<em>PA<\/em>) ve hassas olmayan (<em>NPA<\/em>) yakla\u015fma ayr\u0131m\u0131n\u0131n aras\u0131na, seyr\u00fcsefer teknolojilerindeki dijitalle\u015fme ile birlikte yerle\u015fmi\u015f modern bir konsepttir. <em>APV<\/em>, u\u00e7a\u011fa hem yatay hem de dikey d\u00fczlemde rehberlik sa\u011flayan ancak hassas yakla\u015fma i\u00e7in belirlenmi\u015f spesifik tesis ve sistem gereksinimlerini tam olarak kar\u015f\u0131lamayan prosed\u00fcrleri ifade eder. Operasyonel olarak <em>3D<\/em> yakla\u015fma kategorisinde de\u011ferlendirilen bu usuller, u\u00e7a\u011f\u0131 piste g\u00fcvenli bir s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 \u00fczerinden ula\u015ft\u0131rarak pilot i\u015f y\u00fck\u00fcn\u00fc azalt\u0131r ve manuel basamakl\u0131 al\u00e7alman\u0131n getirdi\u011fi riskleri ortadan kald\u0131r\u0131r <sub>ICAO Doc 8168, Vol 1, 4.3.1.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">G\u00fcn\u00fcm\u00fczde <em>APV<\/em> konsepti temel olarak <em>PBN<\/em> (<em>Performance Based Navigation<\/em>) altyap\u0131s\u0131 \u00fczerine in\u015fa edilmi\u015ftir. U\u00e7a\u011f\u0131n barometrik verilerini kullanan <em>Baro-VNAV<\/em> sistemleri veya di\u011fer uydu tabanl\u0131 destekleyiciler, esasen bu <em>PBN<\/em> yakla\u015fma usullerinin birer par\u00e7as\u0131 olarak dikey rehberlik \u00fcretilmesini sa\u011flarlar. Dolay\u0131s\u0131yla modern havac\u0131l\u0131kta <em>APV<\/em> operasyonlar\u0131, do\u011frudan <em>PBN<\/em> yetenekleriyle \u015fekillenen ve u\u00e7a\u011f\u0131n seyr\u00fcsefer performans\u0131n\u0131 temel alan bir emniyet mimarisidir.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Detayl\u0131 bilgi i\u00e7in ayr\u0131ca bak\u0131n\u0131z:<\/strong> <a 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><\/li>\n<\/ul>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Type_of_Operation_2D3D\"><\/span>Type of Operation (2D\/3D):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Modern yakla\u015fma operasyonlar\u0131, u\u00e7a\u011fa sa\u011flanan seyr\u00fcsefer rehberli\u011finin uzaysal boyutuna g\u00f6re <em>2D<\/em> ve <em>3D<\/em> olmak \u00fczere iki ana kategoriye ayr\u0131l\u0131r. <em>2D<\/em> yakla\u015fma operasyonlar\u0131, u\u00e7a\u011fa yaln\u0131zca yatay (<em>lateral<\/em>) d\u00fczlemde rehberlik sa\u011flayan ve pilotun dikey al\u00e7al\u0131\u015f\u0131 manuel olarak y\u00f6netmesini gerektiren usullerdir. <em>3D<\/em> yakla\u015fma operasyonlar\u0131 ise yatay rehberli\u011fe ek olarak dikey (<em>vertical<\/em>) d\u00fczlemde de elektronik veya hesaplanm\u0131\u015f bir s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 sunarak u\u00e7a\u011f\u0131 piste \u00fc\u00e7 boyutlu bir uzayda y\u00f6nlendiren operasyonlard\u0131r <sub>ICAO Doc 8168, Vol 1, 4.1.2.<\/sub><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bir yakla\u015fman\u0131n <em>2D<\/em> veya <em>3D<\/em> karakteristi\u011fi sergilemesi, uygulanan al\u00e7al\u0131\u015f teknikleriyle do\u011frudan ili\u015fkilidir. Temelinde dikey rehberlik i\u00e7ermeyen ve <em>2D<\/em> olarak tasarlanm\u0131\u015f bir yakla\u015fma usul\u00fc, g\u00fcn\u00fcm\u00fcz modern u\u00e7aklar\u0131ndaki u\u00e7u\u015f y\u00f6netim sistemlerinin \u00fcretti\u011fi tavsiye niteli\u011findeki sanal bir dikey s\u00fcz\u00fcl\u00fc\u015f hatt\u0131 (VPA) takip edilerek icra edilebilir. Bu y\u00f6ntem, <em>CDFA<\/em> (<em>Continuous Descent Final Approach<\/em>) tekni\u011fi kullan\u0131larak uyguland\u0131\u011f\u0131nda, operasyon end\u00fcstride ve modern mevzuatlarda s\u0131kl\u0131kla <em>Derived 3D<\/em> (T\u00fcretilmi\u015f 3D) olarak adland\u0131r\u0131l\u0131r. Bu konsept, u\u00e7a\u011f\u0131n u\u00e7u\u015f tekni\u011fi a\u00e7\u0131s\u0131ndan <em>3D<\/em> gibi davrand\u0131\u011f\u0131 ancak usul\u00fcn taban\u0131nda hala bir <em>2D<\/em> altyap\u0131s\u0131n\u0131n yatt\u0131\u011f\u0131 operasyonlar\u0131 tan\u0131mlar.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Yakla\u015fma t\u00fcrlerinin tasar\u0131msal olarak sa\u011flad\u0131klar\u0131 boyutlara ve kulland\u0131klar\u0131 karar irtifalar\u0131na g\u00f6re s\u0131n\u0131fland\u0131r\u0131lmas\u0131 a\u015fa\u011f\u0131daki tabloda verilmi\u015ftir:<\/p>\n\n\n\n<figure data-wp-context=\"{&quot;imageId&quot;:&quot;6ad10921af3b5&quot;}\" data-wp-interactive=\"core\/image\" data-wp-key=\"6ad10921af3b5\" class=\"wp-block-image aligncenter size-full is-resized wp-lightbox-container\"><img fetchpriority=\"high\" decoding=\"async\" width=\"604\" height=\"608\" 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\/04\/image.png\" alt=\"\" class=\"wp-image-4360\" style=\"aspect-ratio:0.9934464148033925;width:427px;height:auto\" srcset=\"https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/04\/image.png 604w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/04\/image-298x300.png 298w, https:\/\/ibonav.aero\/learn\/wp-content\/uploads\/2026\/04\/image-150x150.png 150w\" sizes=\"(max-width: 604px) 100vw, 604px\" \/><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<h2 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Approach_Types\"><\/span><strong>Approach Type<\/strong>s<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Approach_Type_Type_A\"><\/span>Approach Type (Type A):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma operasyonlar\u0131n\u0131n ula\u015f\u0131lan en d\u00fc\u015f\u00fck irtifa limitine g\u00f6re s\u0131n\u0131fland\u0131r\u0131ld\u0131\u011f\u0131 modern terminolojide <em>Type A<\/em> operasyonlar, u\u00e7a\u011f\u0131n piste yakla\u015f\u0131rken kullanabilece\u011fi minimum emniyet y\u00fcksekli\u011finin s\u0131n\u0131rlar\u0131n\u0131 belirler. Bu operasyonlar, 250 <em>ft<\/em> (75 <em>m<\/em>) veya daha y\u00fcksek bir karar y\u00fcksekli\u011fi (<em>DH<\/em>) ya da minimum al\u00e7al\u0131\u015f y\u00fcksekli\u011fi (<em>MDH<\/em>) ile icra edilen usulleri kapsayacak \u015fekilde tan\u0131mlanm\u0131\u015ft\u0131r. Kullan\u0131lan referans cihaz\u0131ndan veya y\u00f6ntemin hassasiyetinden ba\u011f\u0131ms\u0131z olarak, belirlenen minima de\u011feri bu s\u0131n\u0131r\u0131n alt\u0131na inmiyorsa usul bu kategoride de\u011ferlendirilir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu yakla\u015f\u0131m tipi, operasyonun boyutundan ba\u011f\u0131ms\u0131z bir \u015femsiye terimdir. Yani bir <em>Type A<\/em> yakla\u015fmas\u0131, dikey rehberli\u011fin olmad\u0131\u011f\u0131 ve <em>MDH<\/em> kullan\u0131lan bir <em>2D<\/em> operasyon olabilece\u011fi gibi, dikey rehberli\u011fin sa\u011fland\u0131\u011f\u0131 ve <em>DH<\/em> kullan\u0131lan bir <em>3D<\/em> operasyon da olabilir<em><sub>ICAO Doc 9365, 2.2.4.<\/sub><\/em> Geleneksel isimlendirmeyle bildi\u011fimiz \u00e7o\u011fu <em>NPA<\/em> usul\u00fc ve baz\u0131 durumlarda <em>APV<\/em> usulleri, limitleri gere\u011fi bu s\u0131n\u0131f\u0131n i\u00e7erisine girmektedir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel a\u00e7\u0131dan <em>Type A<\/em> yakla\u015fmalar, u\u00e7a\u011f\u0131n piste hizalanmas\u0131 ve u\u00e7u\u015f ekibinin gerekli g\u00f6rsel referanslar\u0131 sa\u011flayarak ini\u015f veya pas ge\u00e7me karar\u0131 vermesi i\u00e7in 250 <em>ft<\/em> ve \u00fczerinde geni\u015f bir irtifa marj\u0131 sunar. Bu sebeple, y\u00fcksek emniyet standartlar\u0131 gerektiren <em>d\u00fc\u015f\u00fck g\u00f6r\u00fc\u015f operasyonlar\u0131nda<\/em> (LVO) ziyade, meydan ve pist te\u00e7hizat\u0131n\u0131n (yakla\u015fma \u0131\u015f\u0131klar\u0131, hassas elektronik rehberlik sistemleri vb.) daha standart veya k\u0131s\u0131tl\u0131 oldu\u011fu durumlarda kullan\u0131lmak \u00fczere tasarlanm\u0131\u015ft\u0131r.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Approach_Type_Type_B\"><\/span>Approach Type (Type B):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma operasyonlar\u0131nda ula\u015f\u0131lan karar y\u00fcksekli\u011finin (DH) 250 ft (75 m) alt\u0131nda oldu\u011fu durumlar Type B operasyon olarak s\u0131n\u0131fland\u0131r\u0131l\u0131r. Bu yakla\u015fma tipi, emniyetli bir al\u00e7al\u0131\u015f profili i\u00e7in zorunlu olarak y\u00fcksek hassasiyetli bir dikey rehberlik gerektirdi\u011finden, yaln\u0131zca 3D yakla\u015fma operasyonlar\u0131 kapsam\u0131nda icra edilebilir ICAO Doc 9365, 2.2.4. Type A operasyonlar\u0131n aksine, Type B usulleri u\u00e7a\u011f\u0131n ve yer te\u00e7hizat\u0131n\u0131n sahip oldu\u011fu teknolojik donan\u0131ma do\u011frudan ba\u011f\u0131ml\u0131d\u0131r ve d\u00fc\u015f\u00fck g\u00f6r\u00fc\u015f \u015fartlar\u0131nda (LVO) emniyetli ini\u015f yap\u0131labilmesi i\u00e7in tasarlanm\u0131\u015ft\u0131r.<br>\u200bType B operasyonlar, hava \u015fartlar\u0131n\u0131n gerekliliklerine, u\u00e7a\u011f\u0131n otomasyon kabiliyetine ve m\u00fcrettebat\u0131n e\u011fitim seviyesine g\u00f6re kendi i\u00e7inde hassasiyet derecesi artan alt kategorilere ayr\u0131l\u0131r. Bu kategorizasyon, pist g\u00f6r\u00fc\u015f mesafesinin (RVR) (Runway Visual Range) ve pilotun pas ge\u00e7me karar\u0131n\u0131 verece\u011fi DH limitlerinin kademeli olarak d\u00fc\u015f\u00fcr\u00fcld\u00fc\u011f\u00fc bir yap\u0131y\u0131 ifade eder.<br>\u200bS\u00f6z konusu kategoriler incelendi\u011finde; CAT I yakla\u015fmalar\u0131 200 ft ve \u00fczeri bir karar y\u00fcksekli\u011fi ile icra edilirken, CAT II operasyonlar\u0131 bu limiti 100 ft ile 200 ft aral\u0131\u011f\u0131na \u00e7eker. Havac\u0131l\u0131ktaki en hassas operasyonlar olan CAT III yakla\u015f\u0131mlar\u0131nda ise karar y\u00fcksekli\u011fi 100 ft&#8217;in alt\u0131na iner ve u\u00e7a\u011f\u0131n geli\u015fmi\u015f otopilot sistemleriyle tamamen otomatik ini\u015f yapt\u0131\u011f\u0131, g\u00f6r\u00fc\u015f\u00fcn s\u0131f\u0131ra yak\u0131n oldu\u011fu limitlere kadar uzan\u0131r <em><sub>ICAO Doc 9365, 2.2.3.<\/sub><\/em> Dolay\u0131s\u0131yla bir operasyonun Type B olarak adland\u0131r\u0131lmas\u0131, o u\u00e7u\u015fun sadece bir al\u00e7al\u0131\u015f de\u011fil, ayn\u0131 zamanda ciddi bir teknolojik entegrasyon ve otomasyon y\u00f6netimi s\u00fcreci oldu\u011funu g\u00f6sterir.<\/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=\"Diger_Hususlar\"><\/span>Di\u011fer Hususlar:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris-3\"><\/span>Giri\u015f:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Bu b\u00f6l\u00fcmde yer alan s\u0131n\u0131fland\u0131rmalar, do\u011frudan PANS-OPS yakla\u015fma operasyonlar\u0131n\u0131 belirleyen aletli u\u00e7u\u015f usulleri de\u011fildir. Ancak havac\u0131l\u0131k literat\u00fcr\u00fcnde bu kavramlar, yakla\u015fma usulleriyle ismen b\u00fcy\u00fck benzerlikler ta\u015f\u0131d\u0131\u011f\u0131 ve operasyonel olarak birbirleriyle i\u00e7 i\u00e7e ge\u00e7ti\u011fi i\u00e7in ek bilgi olarak sunulmaktad\u0131r. \u00d6rne\u011fin, aerodrom altyap\u0131s\u0131nda yer alan Precision approach category I lighting system gibi \u0131\u015f\u0131kland\u0131rma sistemleri, u\u00e7a\u011f\u0131n havada icra etti\u011fi hassas yakla\u015fma usul\u00fcn\u00fcn kendisini de\u011fil, o usul\u00fc desteklemek i\u00e7in yerde bulunmas\u0131 gereken donan\u0131m standartlar\u0131n\u0131 ifade eder. Okuyucunun havac\u0131l\u0131k dok\u00fcmanlar\u0131 aras\u0131ndaki okumalar\u0131nda, havaliman\u0131 tasar\u0131m kriterleri ile u\u00e7u\u015f operasyon limitleri aras\u0131ndaki bu terminolojik benzerliklerden dolay\u0131 kavram karma\u015fas\u0131 ya\u015famamas\u0131 hedeflenmi\u015ftir.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Instrument_Non-Instrument_Runway\"><\/span><br><em>Instrument \/ Non-Instrument Runway:<\/em><span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">\u200bInstrument \/ Non-Instrument Runway:<br>\u200bHavaliman\u0131 fiziksel karakteristiklerini d\u00fczenleyen ICAO standartlar\u0131 kapsam\u0131nda pistler, aletli yakla\u015fma operasyonlar\u0131n\u0131 destekleme kapasitelerine g\u00f6re temel olarak Instrument runway ve Non-instrument runway olarak iki ana tasar\u0131ma ayr\u0131l\u0131r<em><sub> ICAO Annex 14 Vol 1, 1.1.<\/sub><\/em> Teknik terminolojide Instrument runway s\u0131n\u0131f\u0131 da kendi i\u00e7erisinde aletli u\u00e7u\u015f usullerinin tipine g\u00f6re hassas olmayan yakla\u015fma pistleri ve hassas (Kategori I, II, III) yakla\u015fma pistleri olarak alt dallara ayr\u0131lmaktad\u0131r <em><sub>ICAO Annex 14 Vol 1, 1.1.<\/sub><\/em> Bu s\u0131n\u0131fland\u0131rmalar do\u011frudan havada icra edilen bir u\u00e7u\u015f usul\u00fc de\u011fil, aerodrom tasar\u0131m\u0131 ile ilgili altyap\u0131 spesifikasyonlar\u0131d\u0131r. Ancak bir pistin ta\u015f\u0131d\u0131\u011f\u0131 engel k\u0131s\u0131tlama y\u00fczeyleri, \u0131\u015f\u0131kland\u0131rma ve sinyalizasyon te\u00e7hizatlar\u0131 u\u00e7u\u015fun operasyonel yakla\u015fma limitlerini do\u011frudan belirledi\u011fi i\u00e7in, bu aerodrom s\u0131n\u0131fland\u0131rmalar\u0131 di\u011fer temel kaynaklarda genellikle yakla\u015fma t\u00fcrleriyle bir b\u00fct\u00fcn olarak ele al\u0131nmaktad\u0131r.<\/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=\"Alcalis_Turleri_CDFA_%E2%80%93_Constant_Angle_Des_%E2%80%93_Step_Down_ICAO\"><\/span>Al\u00e7al\u0131\u015f T\u00fcrleri (CDFA &#8211; Constant Angle Des. &#8211; Step Down) [ICAO]<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris-4\"><\/span>Giri\u015f: <span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma operasyonlar\u0131n\u0131n son yakla\u015fma safhas\u0131nda (FAS) u\u00e7a\u011f\u0131n dikey profilini y\u00f6netmek i\u00e7in kullan\u0131lan al\u00e7al\u0131\u015f teknikleri, u\u00e7u\u015f emniyetinin temel belirleyicilerindendir. Geleneksel havac\u0131l\u0131kta yayg\u0131n olarak kullan\u0131lan basamakl\u0131 al\u00e7alma (step-down) tekni\u011fi, u\u00e7a\u011f\u0131n ara referans noktalar\u0131nda minimum mania temizli\u011fi irtifalar\u0131na kademeli olarak ve h\u0131zla al\u00e7al\u0131p ard\u0131ndan d\u00fcz u\u00e7u\u015fa (level-off) ge\u00e7mesini gerektiren bir usuld\u00fcr<em>.<\/em> Ancak bu teknik; s\u00fcrekli de\u011fi\u015fen motor takati gereksinimleri, bozulan h\u00fccum a\u00e7\u0131s\u0131 ve artan pilot i\u015f y\u00fck\u00fc nedeniyle operasyonel emniyeti zay\u0131flatarak CFIT riskini maksimize etmektedir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.1.1<\/sub><\/em><br>\u200bBuna kar\u015f\u0131n ICAO ve modern havac\u0131l\u0131k otoriteleri, u\u00e7a\u011f\u0131n son yakla\u015fma noktas\u0131ndan (FAF) pist e\u015fi\u011fine kadar sabit bir a\u00e7\u0131yla (genellikle 3 derece) ve kesintisiz s\u00fcz\u00fcl\u00fc\u015f\u00fcn\u00fc \u00f6ng\u00f6ren CDFA (Continuous Descent Final Approach) tekni\u011fini alt\u0131n standart olarak kabul etmektedir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.1.1<\/sub><\/em> CDFA tekni\u011fi, motor takatinin stabil tutulmas\u0131na, enerji y\u00f6netiminin optimize edilmesine ve m\u00fcrettebat\u0131n durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131n \u00fcst seviyede korunmas\u0131na olanak tan\u0131yarak hassas olmayan bir yakla\u015fmay\u0131 emniyet a\u00e7\u0131s\u0131ndan hassas bir yakla\u015fma profiline d\u00f6n\u00fc\u015ft\u00fcr\u00fcr.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Operasyonel_Tartisma_Step-Down_Teknigindeki_%E2%80%9CDuz_Ucus%E2%80%9D_Tuzagi_ve_Stabil_Yaklasma_Ikilemi\"><\/span>Operasyonel Tart\u0131\u015fma: Step-Down Tekni\u011findeki &#8220;D\u00fcz U\u00e7u\u015f&#8221; Tuza\u011f\u0131 ve Stabil Yakla\u015fma \u0130kilemi<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k emniyet uzmanlar\u0131 ve kaza k\u0131r\u0131m ara\u015ft\u0131rmac\u0131lar\u0131 taraf\u0131ndan s\u0131k\u00e7a g\u00fcndeme getirilen kritik bir soru vard\u0131r: Basamakl\u0131 al\u00e7alma tekni\u011fi CFIT kazalar\u0131n\u0131n birincil tetikleyicilerinden biri olarak kan\u0131tlanm\u0131\u015fken, neden bu usul\u00fcn bar\u0131nd\u0131rd\u0131\u011f\u0131 tehlikeli &#8220;MDA\/H seviyesinde d\u00fcz u\u00e7u\u015f&#8221; safhas\u0131 operasyonel bir pratik olarak havac\u0131l\u0131kta kendine hala yer bulabilmektedir?<br>\u200bBu sorunun cevab\u0131, k\u0131smen eski nesil hava ara\u00e7lar\u0131n\u0131n aviyonik k\u0131s\u0131tlamalar\u0131nda ve aerodrom altyap\u0131lar\u0131nda yatsa da, as\u0131l problem tekni\u011fin do\u011fas\u0131ndan kaynaklanan \u00f6l\u00fcmc\u00fcl bir pilotaj tuza\u011f\u0131d\u0131r. Basamakl\u0131 al\u00e7alma usul\u00fcnde pilot, u\u00e7a\u011f\u0131 MDA\/H seviyesine m\u00fcmk\u00fcn olan en erken a\u015famada indirir ve pas ge\u00e7me noktas\u0131na (MAPt) kadar bu irtifada adeta havada as\u0131l\u0131 kalarak d\u0131\u015far\u0131da g\u00f6rsel referans arar <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.4.<\/sub><\/em> Ancak bu yatay seyir safhas\u0131n\u0131n bar\u0131nd\u0131rd\u0131\u011f\u0131 en b\u00fcy\u00fck operasyonel felaket, pistin son anda g\u00f6r\u00fclmesiyle ba\u015flar. Pilot, MDA\/H irtifas\u0131nda pisti pas ge\u00e7me noktas\u0131na \u00e7ok yak\u0131n ve u\u00e7a\u011f\u0131n tam alt\u0131nda bir konumda g\u00f6rd\u00fc\u011f\u00fcnde, piste teker koyabilmek i\u00e7in refleks olarak ani bir takat kesi\u015fi ve sert bir burun ezme manevras\u0131 (duck-under) yapmak zorunda kal\u0131r.<br>\u200bBu umutsuz manevra, u\u00e7a\u011f\u0131n stabil yakla\u015fma (stabilized approach) kriterlerini tamamen ihlal etmesine neden olur <em><sub>ICAO Doc 8168, Vol 3, 3.3.<\/sub><\/em> Geometrik olarak s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131n \u00e7ok \u00fczerinde kalan u\u00e7ak, a\u015f\u0131r\u0131 y\u00fcksek bir \u00e7\u00f6k\u00fc\u015f oran\u0131na (high sink rate) maruz kalarak piste yakla\u015f\u0131r. Sonu\u00e7 genellikle pist d\u0131\u015f\u0131na \u00e7\u0131kma (runway excursion), sert ini\u015f (hard landing) veya ini\u015f tak\u0131mlar\u0131n\u0131n k\u0131r\u0131lmas\u0131d\u0131r.<br>\u200b\u0130\u015fte CDFA tekni\u011fi, bu \u00f6l\u00fcmc\u00fcl &#8220;g\u00f6rd\u00fcm, dal\u0131yorum&#8221; psikolojisini ve tehlikeli d\u00fcz u\u00e7u\u015f safhas\u0131n\u0131 tamamen ortadan kald\u0131r\u0131r. U\u00e7ak, \u00f6nceden hesaplanm\u0131\u015f sabit bir dikey s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131 (constant angle descent) \u00fczerinden piste yakla\u015f\u0131rken, karar noktas\u0131na gelindi\u011finde g\u00f6rsel referans sa\u011flanamam\u0131\u015fsa al\u00e7alma durdurulmaz, d\u00fcz u\u00e7u\u015fa ge\u00e7ilmez ve derhal pas ge\u00e7me manevras\u0131 ba\u015flat\u0131l\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.6.<\/sub><\/em> Dolay\u0131s\u0131yla CDFA, u\u00e7a\u011f\u0131 sadece yere daha stabil indiren bir u\u00e7u\u015f tekni\u011fi de\u011fil, ayn\u0131 zamanda pilotun zaaflar\u0131n\u0131 ve anl\u0131k yanl\u0131\u015f kararlar\u0131n\u0131 sistemin d\u0131\u015f\u0131na iten kusursuz bir <strong>emniyet<\/strong> mimarisidir.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Ilgili_ulkedeki_Isletme_Usulleri_ile_Iliskisi\"><\/span>\u0130lgili \u00fclkedeki \u0130\u015fletme Usulleri ile \u0130li\u015fkisi:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma usullerinin geometrik tasar\u0131m\u0131 ve yay\u0131mlanmas\u0131 uluslararas\u0131 ICAO standartlar\u0131na dayansa da, bu usullerin u\u00e7u\u015f ekipleri taraf\u0131ndan operasyonel sahas\u0131nda nas\u0131l icra edilece\u011fi, do\u011frudan ilgili \u00fclkenin sivil havac\u0131l\u0131k otoritesi taraf\u0131ndan belirlenen i\u015fletme usullerine tabidir. Havac\u0131l\u0131k otoriteleri, kendi hava sahalar\u0131ndaki u\u00e7u\u015f emniyetini y\u00f6netmek amac\u0131yla ICAO AWO (All Weather Operations), EASA AIR OPS, JAR-OPS, SHT-OPS, MIPS veya ABD hava sahas\u0131 i\u00e7in ge\u00e7erli olan US TERPS gibi mevzuatlar arac\u0131l\u0131\u011f\u0131yla ICAO temel standartlar\u0131n\u0131n \u00fczerine farkl\u0131 operasyonel k\u0131s\u0131tlamalar ve kurallar getirebilirler. Bu yasal altyap\u0131, ayn\u0131 yakla\u015fma usul\u00fcn\u00fcn farkl\u0131 \u00fclkelerde veya farkl\u0131 i\u015fletme sertifikalar\u0131na sahip havayollar\u0131 taraf\u0131ndan birbirinden tamamen farkl\u0131 al\u00e7al\u0131\u015f teknikleriyle icra edilebilece\u011fi anlam\u0131na gelir. Dolay\u0131s\u0131yla, bir yakla\u015fma kart\u0131n\u0131n do\u011fru okunmas\u0131 ve uygulanmas\u0131, yaln\u0131zca karttaki geometrik verilerin de\u011fil, operasyonun tabi oldu\u011fu ulusal i\u015fletme kurallar\u0131n\u0131n da bilinmesini gerektirir.<br>\u200bBu mevzuat farkl\u0131l\u0131klar\u0131n\u0131n operasyonel haritalara yans\u0131mas\u0131na verilebilecek en \u00e7arp\u0131c\u0131 ve teknik \u00f6rnek, T\u00fcrkiye hava sahas\u0131ndaki al\u00e7al\u0131\u015f usullerinin kurgulan\u0131\u015f bi\u00e7imidir. T\u00fcrk Sivil Havac\u0131l\u0131k Genel M\u00fcd\u00fcrl\u00fc\u011f\u00fc taraf\u0131ndan yay\u0131mlanan SHT-OPS d\u00fczenlemelerine g\u00f6re, havayolu i\u015fletmecilerinin otoritelerinden \u00f6zel bir muafiyet ve onay almad\u0131klar\u0131 s\u00fcrece t\u00fcm hassas olmayan yakla\u015fmalarda CDFA tekni\u011fini kullanmalar\u0131 yasal bir zorunluluktur. Bu kat\u0131 ulusal emniyet kural\u0131n\u0131n do\u011frudan bir sonucu olarak, T\u00fcrkiye devlet AIP (Aeronautical Information Publication) dok\u00fcmanlar\u0131nda standart Constant Angle Descent olarak yay\u0131mlanan al\u00e7al\u0131\u015f profilleri, ticari havac\u0131l\u0131kta global olarak kullan\u0131lan Jeppesen kartlar\u0131na aktar\u0131l\u0131rken do\u011frudan Jeppesen AOM (Aerodrome Operating Minima) poli\u00e7esi gere\u011fi CDFA format\u0131na d\u00f6n\u00fc\u015ft\u00fcr\u00fclerek bas\u0131l\u0131r.<br>\u200bHavac\u0131l\u0131k camias\u0131nda veya dok\u00fcman incelemelerinde okuyucular\u0131n &#8220;T\u00fcrkiye&#8217;deki haritalarda neden neredeyse b\u00fct\u00fcn hassas olmayan yakla\u015fmalar CDFA olarak g\u00f6z\u00fck\u00fcyor?&#8221; \u015feklindeki hakl\u0131 yan\u0131lg\u0131lar\u0131n\u0131n alt\u0131ndaki as\u0131l sebep, co\u011frafi bir tesad\u00fcf veya usul\u00fcn orijinal tasar\u0131m\u0131 de\u011fil; tamamen SHT-OPS mevzuat\u0131n\u0131n getirdi\u011fi bu yasal zorunluluk ile harita sa\u011flay\u0131c\u0131s\u0131n\u0131n arka planda i\u015fleyen adaptasyon politikas\u0131d\u0131r.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Step_Down\"><\/span><em>Step Down<\/em>:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Geleneksel aletli yakla\u015fma usullerinde kullan\u0131lan Step Down (basamakl\u0131 al\u00e7alma) tekni\u011fi, u\u00e7a\u011f\u0131n son yakla\u015fma sahas\u0131 i\u00e7erisinde belirlenmi\u015f minimum emniyet irtifalar\u0131na m\u00fcmk\u00fcn olan en k\u0131sa s\u00fcrede (expeditious descent) inmesini ve bir sonraki referans noktas\u0131na veya pas ge\u00e7me noktas\u0131na (MAPt) kadar bu irtifada d\u00fcz u\u00e7u\u015f (level-off) yapmas\u0131n\u0131 \u00f6ng\u00f6ren bir al\u00e7al\u0131\u015f felsefesidir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.4<\/sub><\/em>. Bu teknik, modern CDFA usullerinin sundu\u011fu sabit s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131ndan ziyade, yakla\u015fma profilinde dikey bir merdiven basama\u011f\u0131 etkisi yarat\u0131r. U\u00e7ak, engellerden temizlenmi\u015f olan her bir irtifa kademesine h\u0131zla \u00e7\u00f6ker ve piste adeta basamaklar\u0131 atlayarak yakla\u015f\u0131r.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"SDF_Step_Down_Fix_Kavrami_ve_Operasyonel_Islevi\"><\/span>SDF (Step Down Fix) Kavram\u0131 ve Operasyonel \u0130\u015flevi:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">\u200bBasamakl\u0131 al\u00e7alma usullerinin temel yap\u0131ta\u015f\u0131, yakla\u015fma profili i\u00e7erisine yerle\u015ftirilmi\u015f olan SDF (Step Down Fix) noktalar\u0131d\u0131r. SDF, u\u00e7a\u011f\u0131n yakla\u015fma hatt\u0131 \u00fczerinde bulunan kritik bir engeli emniyetli bir \u015fekilde geride b\u0131rakt\u0131\u011f\u0131n\u0131 teyit eden ve u\u00e7u\u015f ekibine bir sonraki, daha d\u00fc\u015f\u00fck emniyet irtifas\u0131na veya do\u011frudan MDA\/H seviyesine al\u00e7alma izni veren elektronik veya co\u011frafi bir sabitleyicidir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.8.2<\/sub><\/em> Bir yakla\u015fma usul\u00fcnde birden fazla SDF bulunabilir ve pilot, her bir sabitleyiciyi ge\u00e7tik\u00e7e o segment i\u00e7in yay\u0131mlanan yeni minimum irtifaya s\u00fcratle al\u00e7alarak ilerler. Bu sistem, u\u00e7a\u011f\u0131 engellerin \u00fczerinden bir nevi s\u0131\u00e7ratarak ge\u00e7irme mant\u0131\u011f\u0131na dayan\u0131r.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"%E2%80%8BOperasyonel_Limitler_ve_Gradyan_Kisitlamalari\"><\/span>\u200bOperasyonel Limitler ve Gradyan K\u0131s\u0131tlamalar\u0131:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">ICAO standartlar\u0131, bu agresif al\u00e7alma tekni\u011finin asgari emniyet s\u0131n\u0131rlar\u0131 i\u00e7erisinde kalabilmesi i\u00e7in \u00e7ok net teknik limitler belirlemi\u015ftir. Step Down tekni\u011finin operasyonel olarak kabul edilebilir olmas\u0131n\u0131n en temel \u015fart\u0131, al\u00e7al\u0131\u015f esnas\u0131nda olu\u015fan dikey gradyan\u0131n %15&#8217;i ge\u00e7memesidir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.4.<\/sub><\/em> Bu limitin a\u015f\u0131lmas\u0131, u\u00e7a\u011f\u0131n aerodinamik dengesini riske atacak ve toparlanmas\u0131 g\u00fc\u00e7 bir \u00e7\u00f6k\u00fc\u015f oran\u0131na (high sink rate) yol a\u00e7acakt\u0131r. Ayr\u0131ca, u\u00e7a\u011f\u0131n h\u0131zla MDA\/H seviyesine inip d\u00fcz u\u00e7u\u015fa ge\u00e7mesi durumunda dahi, piste g\u00f6rsel temas\u0131n sa\u011flanamamas\u0131 halinde pas ge\u00e7me manevras\u0131n\u0131n kesinlikle MAPt \u00fczerinde veya daha \u00f6ncesinde ba\u015flat\u0131lmas\u0131 yasal bir zorunluluktur <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.6.<\/sub><\/em><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"%E2%80%8BEmniyet_Zafiyetleri_ve_Mania_Maruziyeti_%E2%80%8B\"><\/span>\u200bEmniyet Zafiyetleri ve Mania Maruziyeti:\u200b<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Step Down tekni\u011fi, her ne kadar yasal bir usul olsa da operasyonel riskler a\u00e7\u0131s\u0131ndan havac\u0131l\u0131k otoritelerinin en \u00e7ok uyard\u0131\u011f\u0131 profillerden biridir. U\u00e7a\u011f\u0131n SDF noktalar\u0131 aras\u0131nda veya MDA\/H seviyesine ula\u015f\u0131rken uygulad\u0131\u011f\u0131 o y\u00fcksek oranl\u0131 \u00e7\u00f6k\u00fc\u015f (high rates of descent), irtifa kontrol\u00fcn\u00fc son derece zorla\u015ft\u0131r\u0131r ve pilotun hedef irtifay\u0131 alt\u0131na sarkarak (altitude bust) ciddi kural ihlalleri yapmas\u0131 riskini do\u011furur. Ancak sistemin bar\u0131nd\u0131rd\u0131\u011f\u0131 en \u00f6l\u00fcmc\u00fcl tuzak, u\u00e7a\u011f\u0131n MDA\/H seviyesine erken ula\u015f\u0131p d\u00fcz u\u00e7u\u015fa ge\u00e7mesidir. U\u00e7ak bu minimum irtifada yatay u\u00e7u\u015funu ne kadar uzun s\u00fcre s\u00fcrd\u00fcr\u00fcrse, alt\u0131ndaki \u00f6l\u00fcmc\u00fcl manialara maruz kalma s\u00fcresi (increased time of exposure to obstacles) o kadar artar <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.1.<\/sub><\/em> Bu uzun maruziyet s\u00fcresi, \u00f6zellikle t\u00fcrb\u00fclansl\u0131 havalarda, mikro-patlamalarda (microburst) veya anl\u0131k irtifa kay\u0131plar\u0131nda u\u00e7a\u011f\u0131 do\u011frudan engellerin hedefi haline getirerek potansiyel CFIT senaryolar\u0131na zemin haz\u0131rlar.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Continuous_Angle_Descent\"><\/span><em>Continuous Angle Descent<\/em>:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><em>Constant Angle Descent<\/em> (sabit a\u00e7\u0131l\u0131 al\u00e7al\u0131\u015f), u\u00e7u\u015f ekibinin son yakla\u015fma noktas\u0131ndan (<em>FAF<\/em>) veya <em>FAF<\/em> bulunmayan usullerde hesaplanm\u0131\u015f optimum bir noktadan ba\u015flayarak, pist e\u015fi\u011fi \u00fczerindeki belirli bir referans y\u00fcksekli\u011fine (\u00f6rne\u011fin 50 <em>ft<\/em> \/ 15 <em>m<\/em>) kadar kesintisiz ve k\u0131r\u0131lmayan (<em>unbroken<\/em>) sabit bir dikey a\u00e7\u0131yla s\u00fcz\u00fclmesini sa\u011flayan u\u00e7u\u015f tekni\u011fidir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.3.1.<\/sub><\/em> Basamakl\u0131 al\u00e7alman\u0131n aksine bu y\u00f6ntem, dikey profilin geometrik olarak \u00e7ok daha stabil y\u00f6netilmesine imkan tan\u0131r.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Operasyonel_Karar_ve_MDAH_Yonetimi\"><\/span>Operasyonel Karar ve <strong><em>MDA\/H<\/em><\/strong> Y\u00f6netimi:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Bu al\u00e7al\u0131\u015f felsefesinde operasyonun kaderini belirleyen an, u\u00e7a\u011f\u0131n minimum al\u00e7al\u0131\u015f irtifas\u0131na veya y\u00fcksekli\u011fine (<em>MDA\/H<\/em>) yakla\u015ft\u0131\u011f\u0131 safhad\u0131r. \u0130lgili ICAO standartlar\u0131na g\u00f6re u\u00e7ak bu limite ula\u015ft\u0131\u011f\u0131nda, d\u0131\u015far\u0131daki g\u00f6rsel hava \u015fartlar\u0131n\u0131n durumuna ba\u011fl\u0131 olarak pilot iki karar yolundan birini se\u00e7mek zorundad\u0131r: Al\u00e7al\u0131\u015f\u0131 ayn\u0131 sabit s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131yla kesintisiz s\u00fcrd\u00fcrmek veya <em>MDA\/H<\/em> irtifas\u0131nda ya da daha \u00fczerinde d\u00fcz u\u00e7u\u015fa (<em>level-off<\/em>) ge\u00e7mek <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.3.1.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">E\u011fer <em>MDA\/H<\/em> limitine gelindi\u011finde piste ait g\u00f6rsel referanslar emniyetli bir ini\u015f i\u00e7in yeterliyse, pilot hi\u00e7bir yatay d\u00fcz u\u00e7u\u015f manevras\u0131na girmeden u\u00e7a\u011f\u0131 sahip oldu\u011fu sabit s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131yla do\u011frudan piste indirir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.3.2.<\/sub><\/em><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Gorsel_Referansin_Kaybi_ve_Level-Off_Senaryosu\"><\/span>G\u00f6rsel Referans\u0131n Kayb\u0131 ve <em>Level-Off<\/em> Senaryosu:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">E\u011fer <em>MDA\/H<\/em> seviyesine ula\u015f\u0131ld\u0131\u011f\u0131nda ini\u015f i\u00e7in gerekli g\u00f6rsel temas sa\u011flanamam\u0131\u015fsa, usul gere\u011fi u\u00e7ak derhal <em>MDA\/H<\/em> veya \u00fczerindeki bir irtifada d\u00fcz u\u00e7u\u015fa al\u0131nmal\u0131d\u0131r. Bu yatay seyir esnas\u0131nda u\u00e7ak pist istikametine (<em>inbound<\/em>) do\u011fru ilerlemeye devam ederken, u\u00e7u\u015f ekibi yakla\u015fmay\u0131 a\u015fa\u011f\u0131daki iki nihai durumdan birisi ger\u00e7ekle\u015fene kadar s\u00fcrd\u00fcr\u00fcr <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.3.3:<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">a) Bu d\u00fcz u\u00e7u\u015f safhas\u0131nda piste do\u011fru <em>MDA\/H<\/em> alt\u0131na emniyetle al\u00e7almaya yetecek g\u00f6rsel \u015fartlar (pist \u0131\u015f\u0131klar\u0131, e\u015fik vb.) yakalan\u0131r ve ini\u015fe devam edilir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">b) G\u00f6rsel temas kurulamadan yakla\u015fma kart\u0131nda yay\u0131mlanm\u0131\u015f olan pas ge\u00e7me noktas\u0131na (<em>MAPt<\/em>) ula\u015f\u0131l\u0131r. Bu noktaya gelindi\u011finde hala gerekli referanslar yoksa, u\u00e7u\u015f ekibi derhal yay\u0131mlanm\u0131\u015f pas ge\u00e7me (<em>missed approach<\/em>) prosed\u00fcr\u00fcn\u00fc icra eder.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Continuous_Descent_Final_Approach_CDFA\"><\/span><em>Continuous Descent Final Approach (<strong>CDFA<\/strong>)<\/em>:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><em>CDFA<\/em> tekni\u011fi, hassas olmayan yakla\u015fma (<em>NPA<\/em>) usullerinin son yakla\u015fma segmentini, hassas yakla\u015fma (<em>PA<\/em>) veya dikey rehberlikli yakla\u015fma (<em>APV<\/em>) tekniklerine benzer bir dikey yap\u0131ya b\u00fcr\u00fcnd\u00fcrerek basitle\u015ftiren devrim niteli\u011finde bir u\u00e7u\u015f felsefesidir. Bu usul, pilotun durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131 maksimize ederek operasyonu tam anlam\u0131yla <em>stabilized approach<\/em> (stabil yakla\u015fma) kriterlerine oturtur <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.6.<\/sub><\/em> K\u00fcresel havac\u0131l\u0131k emniyeti a\u00e7\u0131s\u0131ndan ta\u015f\u0131d\u0131\u011f\u0131 bu kritik \u00f6nemden dolay\u0131 bir\u00e7ok sivil havac\u0131l\u0131k otoritesi bu tekni\u011fin kullan\u0131m\u0131n\u0131 zorunlu tutmakta olup, <em>CDFA<\/em> uygulanmad\u0131\u011f\u0131 takdirde operasyon i\u00e7in gereken pist g\u00f6r\u00fc\u015f mesafesi (<em>RVR<\/em>) ve g\u00f6r\u00fcn\u00fcrl\u00fck limitlerini cezai bir yapt\u0131r\u0131m olarak art\u0131rmaktad\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.1.<\/sub><\/em><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Operasyonel_Icra_ve_2D3D_Ayrimi\"><\/span>Operasyonel \u0130cra ve <em>2D\/3D<\/em> Ayr\u0131m\u0131:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Bu teknik, u\u00e7a\u011f\u0131n havada hi\u00e7bir d\u00fcz u\u00e7u\u015f (<em>level-off<\/em>) manevras\u0131 yapmadan piste do\u011fru s\u00fcrekli bir al\u00e7al\u0131\u015f profili \u00e7izmesini gerektirir. Al\u00e7al\u0131\u015f, u\u00e7ak \u00fczerindeki donan\u0131mlar\u0131n \u00fcretti\u011fi dikey seyr\u00fcsefer (<em>VNAV<\/em>) rehberli\u011fi ile icra edilebilece\u011fi gibi, pilot taraf\u0131ndan manuel olarak hesaplanan ve korunan bir \u00e7\u00f6k\u00fc\u015f oran\u0131yla da u\u00e7ulabilir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.2<\/sub><\/em>. ICAO standartlar\u0131na g\u00f6re; u\u00e7ak i\u00e7i sistemler taraf\u0131ndan \u00fcretilen tavsiye niteli\u011findeki <em>VNAV<\/em> rehberli\u011fi ile yap\u0131lan <em>CDFA<\/em> operasyonlar\u0131 <em>3D<\/em> operasyon, manuel \u00e7\u00f6k\u00fc\u015f oran\u0131 hesaplamas\u0131yla yap\u0131lanlar ise <em>2D<\/em> operasyon olarak kabul edilir <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.2.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">S\u00fcz\u00fcl\u00fc\u015f\u00fcn temel hedefi, u\u00e7a\u011f\u0131 ini\u015f pisti e\u015fi\u011finin yakla\u015f\u0131k 50 <em>ft<\/em> (15 <em>m<\/em>) \u00fczerine veya <em>flare<\/em> manevras\u0131n\u0131n ba\u015flayaca\u011f\u0131 noktaya kadar kesintisiz ula\u015ft\u0131rmakt\u0131r. Ancak bu sabit a\u00e7\u0131l\u0131 s\u00fcz\u00fcl\u00fc\u015f esnas\u0131nda, u\u00e7a\u011f\u0131n yakla\u015fma profili \u00fczerinde bulunan herhangi bir <em>SDF<\/em> noktas\u0131nda yay\u0131mlanm\u0131\u015f olan minimum emniyet irtifa k\u0131s\u0131tlamalar\u0131n\u0131 kesinlikle ihlal etmemesi, bu noktalardan tam irtifas\u0131nda veya daha \u00fczerinde ge\u00e7mesi zorunludur <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.2.<\/sub><\/em> Turlu yakla\u015fma (<em>circling approach<\/em>) operasyonlar\u0131nda ise <em>CDFA<\/em> tekni\u011fi, u\u00e7a\u011f\u0131n turlu yakla\u015fma limitlerine (<em>OCA\/H<\/em>) veya g\u00f6rsel u\u00e7u\u015f manevra irtifas\u0131na ula\u015fmas\u0131na kadar kesintisiz uygulan\u0131r <em><sub>ICAO Doc 8168, Vol 1, 1.8.2.2.<\/sub><\/em><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"MDAH_Yonetimi_ve_Pas_Gecme_Proseduru\"><\/span><strong><em>MDA\/H<\/em><\/strong> Y\u00f6netimi ve Pas Ge\u00e7me Prosed\u00fcr\u00fc:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\"><em>CDFA<\/em> usul\u00fcn\u00fcn <em>Step Down<\/em> tekni\u011finden ayr\u0131lan en keskin ve kat\u0131 kural\u0131 <em>MDA\/H<\/em> seviyesine yakla\u015f\u0131ld\u0131\u011f\u0131nda devreye girer. Pilotun \u00f6n\u00fcnde sadece iki yasal se\u00e7enek vard\u0131r: G\u00f6rsel referanslar sa\u011fland\u0131ysa <em>MDA\/H<\/em> alt\u0131na inerek ini\u015fi tamamlamak veya derhal pas ge\u00e7mek. Kesin kural \u015fudur ki; <em>MDA\/H<\/em> seviyesine ula\u015f\u0131ld\u0131ktan sonra u\u00e7ulacak hi\u00e7bir yatay d\u00fcz u\u00e7u\u015f (<em>level-off<\/em>) segmenti yoktur <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.5.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Gerekli g\u00f6rsel referanslar sa\u011flanamad\u0131\u011f\u0131nda pas ge\u00e7me karar\u0131 verilirse, a\u011f\u0131r bir u\u00e7a\u011f\u0131n ataleti ve irtifa kaybetme ivmesinden dolay\u0131 <em>MDA\/H<\/em> limitinin alt\u0131na sarkmas\u0131n\u0131 (ihlal etmesini) \u00f6nlemek amac\u0131yla, dikey t\u0131rman\u0131\u015f manevras\u0131na <em>MDA\/H<\/em> \u00fczerinde emniyetli bir irtifada ba\u015flanmal\u0131d\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.3.<\/sub><\/em> Bu kritik pay\u0131 y\u00f6netmek i\u00e7in hava yolu i\u015fletmecileri taraf\u0131ndan <em>MDA\/H<\/em> de\u011ferine eklenecek bir irtifa tolerans\u0131 (<em>increment<\/em>) belirlenebilir ve bu ekleme i\u015flemi o yakla\u015fma i\u00e7in yay\u0131mlanan <em>RVR<\/em> veya g\u00f6r\u00fcn\u00fcrl\u00fck de\u011ferlerinin art\u0131r\u0131lmas\u0131n\u0131 gerektirmez <em><sub>ICAO Doc 8168, Vol 1, 5.1.8.2.4.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Son olarak, pas ge\u00e7me t\u0131rman\u0131\u015f\u0131na erken ba\u015flansa dahi, usulde yay\u0131mlanan pas ge\u00e7me d\u00f6n\u00fc\u015flerine pas ge\u00e7me noktas\u0131na (<strong><em>MAPt<\/em><\/strong>) ula\u015f\u0131lmadan kesinlikle ba\u015flanmamal\u0131d\u0131r <em><sub>ICAO Doc 8168, Vol 1, 1.8.2.3.<\/sub><\/em><\/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=\"Karar_Yukseklikleri_DAH_%E2%80%93_MDAH_ve_Uygulama_Farkliliklari_ICAO\"><\/span>Karar Y\u00fckseklikleri (DA\/H &#8211; MDA\/H) ve Uygulama Farkl\u0131l\u0131klar\u0131 [ICAO]:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris-5\"><\/span>Giri\u015f:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma operasyonlar\u0131nda u\u00e7u\u015f ekibinin piste g\u00f6rsel temas sa\u011flamadan inebilece\u011fi en d\u00fc\u015f\u00fck yasal irtifa s\u0131n\u0131rlar\u0131, uygulanan yakla\u015fman\u0131n boyutuna (<em>2D<\/em> veya <em>3D<\/em>) g\u00f6re iki ana kavrama ayr\u0131l\u0131r. Dikey rehberli\u011fin sa\u011fland\u0131\u011f\u0131 <em>3D<\/em> operasyonlarda (hassas veya dikey rehberlikli yakla\u015fmalar) karar y\u00fcksekli\u011fi (<em>DA\/H<\/em>) (<em>Decision Altitude\/Height<\/em>) kullan\u0131l\u0131rken, dikey rehberli\u011fin bulunmad\u0131\u011f\u0131 <em>2D<\/em> operasyonlarda (hassas olmayan yakla\u015fmalar) minimum al\u00e7al\u0131\u015f y\u00fcksekli\u011fi (<em>MDA\/H<\/em>) (<em>Minimum Descent Altitude\/Height<\/em>) temel al\u0131n\u0131r. U\u00e7a\u011f\u0131n <em>DA\/H<\/em> limitine ula\u015fmas\u0131na ra\u011fmen gerekli g\u00f6rsel referanslar sa\u011flanamam\u0131\u015fsa pilot al\u00e7al\u0131\u015f\u0131 durdurmaks\u0131z\u0131n derhal pas ge\u00e7me manevras\u0131na ba\u015flamak zorundad\u0131r; oysa <em>MDA\/H<\/em> limitine gelindi\u011finde, pas ge\u00e7me noktas\u0131na (<em>MAPt<\/em>) kadar bu irtifan\u0131n alt\u0131na sarkmamak \u015fart\u0131yla d\u00fcz u\u00e7u\u015f (<em>level-off<\/em>) yap\u0131labilir<em><sub>ICAO Doc 8168, Vol 1, 1.8.3.3.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Operasyonel Uygulama Farkl\u0131l\u0131klar\u0131 ve Jeppesen \u00d6rne\u011fi:<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131kta karar y\u00fcksekliklerinin teorik hesaplanmas\u0131 ile operasyonel olarak uygulanmas\u0131 aras\u0131nda, harita sa\u011flay\u0131c\u0131lar\u0131 ve devlet yay\u0131nlar\u0131 ekseninde devasa bir metodolojik fark bulunmaktad\u0131r. Bir devletin resmi havac\u0131l\u0131k bilgi yay\u0131n\u0131 olan <em>AIP<\/em> (<em>Aeronautical Information Publication<\/em>), uluslararas\u0131 ICAO PANS-OPS standartlar\u0131n\u0131 temel alarak yakla\u015fma usullerini tasarlar. Ancak <em>AIP<\/em> dok\u00fcmanlar\u0131, havayolu i\u015fletmecisinin u\u00e7a\u011f\u0131na veya pilotun lisans\u0131na g\u00f6re de\u011fi\u015fen operasyonel limitleri hesaplamaz; sadece ilgili yakla\u015fma profilindeki en y\u00fcksek manian\u0131n \u00fczerine standart bir mania temizli\u011fi (<em>MOC<\/em>) ekleyerek saf bir <em>OCA\/H<\/em> (<em>Obstacle Clearance Altitude\/Height<\/em>) de\u011feri yay\u0131mlar <em><sub>ICAO Doc 8168, Vol 1, 5.1.6.<\/sub><\/em> Dolay\u0131s\u0131yla, standart bir devlet <em>AIP<\/em> haritas\u0131nda u\u00e7a\u011f\u0131n nihai olarak kullanaca\u011f\u0131 net bir <em>AOM<\/em> (<em>Aerodrome Operating Minima<\/em>) poli\u00e7esi bulunmaz.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">\u0130\u015fte k\u00fcresel ticari havac\u0131l\u0131kta Jeppesen gibi harita sa\u011flay\u0131c\u0131lar\u0131n\u0131n devreye girdi\u011fi ve fark yaratt\u0131\u011f\u0131 nokta buras\u0131d\u0131r. Jeppesen, devletin yay\u0131mlad\u0131\u011f\u0131 bu ham <em>OCA\/H<\/em> verisini al\u0131r ve kendi i\u00e7indeki geli\u015fmi\u015f <em>AOM<\/em> poli\u00e7esini uygulayarak do\u011frudan kokpitte kullan\u0131ma haz\u0131r <em>DA\/H<\/em> veya <em>MDA\/H<\/em> de\u011ferlerine d\u00f6n\u00fc\u015ft\u00fcr\u00fcr. Bu d\u00f6n\u00fc\u015ft\u00fcrme i\u015flemi esnas\u0131nda u\u00e7ak kategorileri, b\u00f6lgesel sivil havac\u0131l\u0131k mevzuatlar\u0131 (\u00f6rne\u011fin <em>EASA AIR OPS<\/em> veya <em>FAA TERPS<\/em>) ve ayd\u0131nlatma sistemlerinin anl\u0131k durumu matematiksel denkleme dahil edilir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Uygulama farkl\u0131l\u0131klar\u0131n\u0131n en \u00e7arp\u0131c\u0131 \u00f6rne\u011fi, hassas olmayan yakla\u015fmalarda uygulanan <em>CDFA<\/em> tekni\u011finde g\u00f6r\u00fcl\u00fcr. Devlet <em>AIP<\/em> haritas\u0131nda ilgili yakla\u015fma i\u00e7in kat\u0131 bir <em>MDA\/H<\/em> taban\u0131 belirlenmi\u015fken, Jeppesen kart\u0131nda ayn\u0131 yakla\u015fma usul\u00fc i\u00e7in bir <em>DA\/H<\/em> (veya operasyonel ad\u0131yla <em>DDA<\/em> &#8211; <em>Derived Decision Altitude<\/em>) de\u011feri g\u00f6rebilirsiniz. Bunun sebebi, Jeppesen&#8217;\u0131n <em>AOM<\/em> poli\u00e7esi gere\u011fi, pas ge\u00e7me esnas\u0131nda u\u00e7a\u011f\u0131n ataletinden dolay\u0131 <em>MDA\/H<\/em> s\u0131n\u0131r\u0131n\u0131n alt\u0131na yasa d\u0131\u015f\u0131 bir \u015fekilde sarkmas\u0131n\u0131 \u00f6nlemek amac\u0131yla, orijinal limitin \u00fczerine (genellikle 50 <em>ft<\/em> gibi) bir tolerans eklemesi ve usul\u00fc pilot i\u00e7in sanki bir hassas yakla\u015fmaym\u0131\u015f gibi dizayn etmesidir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">\u00d6zetle; <em>AIP<\/em> size u\u00e7a\u011f\u0131n engellere \u00e7arpmamas\u0131 i\u00e7in gereken ham matemati\u011fi sunarken, Jeppesen kartlar\u0131 o matemati\u011fi havayolunun operasyonel ve yasal ger\u00e7ekleriyle harmanlayarak do\u011frudan u\u00e7ulabilir karar y\u00fcksekliklerine \u00e7evirir.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Altitude_Irtifa_%E2%80%93_Height_Yukseklik_Iliskisi\"><\/span><em>Altitude [\u0130rtifa]<\/em> &#8211; <em>Height [Y\u00fckseklik]<\/em> \u0130li\u015fkisi:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k terminolojisinde karar limitleri belirlenirken kullan\u0131lan <em>Altitude<\/em> ve <em>Height<\/em> kavramlar\u0131, u\u00e7a\u011f\u0131n dikey pozisyonunu hesaplarken referans ald\u0131klar\u0131 s\u0131f\u0131r noktalar\u0131na g\u00f6re birbirinden kesin \u00e7izgilerle ayr\u0131l\u0131r. PANS-OPS standartlar\u0131na g\u00f6re karar irtifas\u0131 (<em>DA<\/em>) (<em>Decision Altitude<\/em>) ortalama deniz seviyesini (<em>MSL<\/em>) referans al\u0131rken, karar y\u00fcksekli\u011fi (<em>DH<\/em>) (<em>Decision Height<\/em>) do\u011frudan ini\u015f yap\u0131lacak pist e\u015fi\u011fi rak\u0131m\u0131n\u0131 (<em>THRE<\/em>) referans kabul eder <em><sub>ICAO Doc 8168, Vol 1, Definitions.<\/sub><\/em> Bu referans d\u00fczlemlerinin operasyonel olarak u\u00e7a\u011f\u0131n altimetre sistemlerine nas\u0131l yans\u0131t\u0131ld\u0131\u011f\u0131na ve bas\u0131n\u00e7 y\u00fczeylerinin nas\u0131l y\u00f6netildi\u011fine dair detayl\u0131 teknik altyap\u0131 i\u00e7in &#8220;<em>Altimetre Ayar Usulleri<\/em>&#8221; ba\u015fl\u0131kl\u0131 yaz\u0131m\u0131za y\u00f6nelebilirsiniz.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">U\u00e7a\u011f\u0131n dikey profilini pist e\u015fi\u011fine g\u00f6re \u00f6l\u00e7en <em>Height<\/em> kavram\u0131, operasyonel sahada do\u011frudan radyo altimetre (<em>RA<\/em>) sistemleriyle ili\u015fkilidir. Ancak bir yakla\u015fma usul\u00fcnde radyo altimetrenin karar y\u00fcksekli\u011fi belirleyicisi olarak kullan\u0131l\u0131p kullan\u0131lamayaca\u011f\u0131, yakla\u015fma hatt\u0131n\u0131n alt\u0131ndaki yery\u00fcz\u00fc \u015fekillerini detayland\u0131ran Hassas Yakla\u015fma Arazi Haritas\u0131 (<em>PATC<\/em>) (<em>Precision Approach Terrain Chart<\/em>) verilerine s\u0131k\u0131 s\u0131k\u0131ya ba\u011fl\u0131d\u0131r. Radyo altimetre, barometrik bas\u0131n\u00e7tan ba\u011f\u0131ms\u0131z olarak u\u00e7a\u011f\u0131n g\u00f6vdesinden do\u011frudan yery\u00fcz\u00fcne olan fiziksel mesafeyi \u00f6l\u00e7t\u00fc\u011f\u00fc i\u00e7in, pist \u00f6ncesindeki dalgal\u0131, \u00e7ukur veya d\u00fczensiz bir arazi profili kokpitte erken veya yan\u0131lt\u0131c\u0131 irtifa uyar\u0131lar\u0131na neden olabilir. Bu topografik riskten dolay\u0131 radyo altimetrenin ilgili pistte kullan\u0131ma uygun olup olmad\u0131\u011f\u0131 u\u00e7a\u011f\u0131n otonom karar\u0131na de\u011fil; tamamen havayolunun veya harita sa\u011flay\u0131c\u0131s\u0131n\u0131n belirledi\u011fi <em>AOM<\/em> (<em>Aerodrome Operating Minima<\/em>) poli\u00e7esine tabidir. Bu kullan\u0131m k\u0131s\u0131tlamalar\u0131n\u0131n operasyonel derinli\u011fi i\u00e7in &#8220;AOM Poli\u00e7esi&#8221; makalemize ba\u015fvurabilirsiniz.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Modern yolcu u\u00e7aklar\u0131n\u0131n kokpitlerinde, belirlenen bu minima de\u011ferlerini u\u00e7u\u015f bilgisayar\u0131na girmek ve u\u00e7a\u011f\u0131n i\u015fitsel\/g\u00f6rsel uyar\u0131 sistemlerini (\u00f6rne\u011fin &#8220;Minimums&#8221; anonsu) kurmak i\u00e7in \u00f6zel se\u00e7ici paneller bulunur. Pilotlar, yay\u0131mlanan usule ve uygulanan <em>AOM<\/em> poli\u00e7esine g\u00f6re bu sistem \u00fczerinden barometrik (<em>BARO<\/em>) veya radyo (<em>RADIO<\/em>) referans\u0131n\u0131 se\u00e7erler. Havac\u0131l\u0131k camias\u0131nda ve e\u011fitim safhalar\u0131nda s\u0131k\u00e7a kar\u015f\u0131la\u015f\u0131lan &#8220;Kategori I (<em>CAT I<\/em>) yakla\u015fmalarda radyo altimetre kullan\u0131lmaz, sadece barometrik irtifa kullan\u0131l\u0131r&#8221; \u015feklindeki yayg\u0131n inan\u0131\u015f operasyonel olarak tamamen as\u0131ls\u0131zd\u0131r. Bir yakla\u015fman\u0131n kategorisinden ba\u011f\u0131ms\u0131z olarak radyo altimetrenin kullan\u0131labilirli\u011fi; yakla\u015fma hatt\u0131n\u0131n <em>PATC<\/em> haritas\u0131ndaki arazi uygunlu\u011funa ve en nihayetinde <em>AOM<\/em> poli\u00e7esinin verdi\u011fi \u00f6zel operasyonel onaya ba\u011fl\u0131d\u0131r. Co\u011frafi \u015fartlar ve i\u015fletme poli\u00e7esi elverdi\u011fi s\u00fcrece, <em>CAT I<\/em> operasyonlar\u0131nda da radyo altimetre referansl\u0131 bir <em>DH<\/em> kullan\u0131lmas\u0131 havac\u0131l\u0131k otoritelerince kabul g\u00f6ren yasal bir uygulamad\u0131r.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"OCAH_ve_AOM_ile_Iliskisi\"><\/span>OCA\/H ve AOM ile \u0130li\u015fkisi:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma usullerinin nihai emniyet s\u0131n\u0131rlar\u0131n\u0131 belirleyen matematiksel hesaplamalar ile operasyonel icraatlar, birbirine sars\u0131lmaz bir hiyerar\u015fiyle ba\u011fl\u0131 olan <em>OCA\/H<\/em> (<em>Obstacle Clearance Altitude\/Height<\/em>) ve <em>AOM<\/em> (<em>Aerodrome Operating Minima<\/em>) kavramlar\u0131 \u00fczerinden \u015fekillenir. Bu iki kavram aras\u0131ndaki ili\u015fki, havac\u0131l\u0131kta teorik tasar\u0131m ile pratik uygulaman\u0131n kesi\u015fim noktas\u0131n\u0131 temsil eder. Prosed\u00fcr tasar\u0131mc\u0131lar\u0131 taraf\u0131ndan ICAO standartlar\u0131na g\u00f6re haz\u0131rlanan <em>OCA\/H<\/em>, u\u00e7a\u011f\u0131n yakla\u015fma profili alt\u0131ndaki en y\u00fcksek engeli referans alarak hesaplanan ve \u00fczerine standart bir mania temizli\u011fi pay\u0131 eklenerek olu\u015fturulan en d\u00fc\u015f\u00fck yasal, geometrik irtifa veya y\u00fckseklik s\u0131n\u0131r\u0131d\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.1.6.<\/sub><\/em> <em>OCA\/H<\/em>, hava \u015fartlar\u0131ndan, u\u00e7u\u015f ekibinin lisans\u0131ndan veya u\u00e7a\u011f\u0131n teknik donan\u0131m\u0131ndan tamamen ba\u011f\u0131ms\u0131z, steril ve mutlak bir referans de\u011feridir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Buna kar\u015f\u0131n <em>AOM<\/em>, devlet taraf\u0131ndan yay\u0131mlanan bu ham <em>OCA\/H<\/em> de\u011ferinin, havayolu i\u015fletmecisi veya harita sa\u011flay\u0131c\u0131s\u0131 taraf\u0131ndan operasyonel ger\u00e7eklerle harmanlanm\u0131\u015f son halidir. \u0130\u015fletmeci; u\u00e7a\u011f\u0131n performans limitlerini, havaliman\u0131ndaki g\u00fcncel ayd\u0131nlatma te\u00e7hizat\u0131n\u0131n durumunu, otonom sistemlerin kapasitesini ve m\u00fcrettebat\u0131n e\u011fitim seviyesini hesaba katarak kendi <em>AOM<\/em> poli\u00e7esini olu\u015fturur ve bu poli\u00e7e \u00fczerinden kokpitte kullan\u0131lacak net karar y\u00fcksekliklerini (<em>DA\/H<\/em> veya <em>MDA\/H<\/em>) belirler <em><sub>ICAO Doc 8168, Vol 1, 5.1.7.<\/sub><\/em> Bu iki de\u011fer aras\u0131ndaki en sars\u0131lmaz havac\u0131l\u0131k kural\u0131 \u015fudur: Operasyonel olarak hesaplanan <em>AOM<\/em> limiti, hi\u00e7bir ko\u015fulda ve hi\u00e7bir \u015fart alt\u0131nda tasar\u0131mc\u0131 taraf\u0131ndan belirlenen <em>OCA\/H<\/em> de\u011ferinin alt\u0131na inemez; ancak operasyonel k\u0131s\u0131tlamalar gerektirdi\u011finde bu de\u011ferin \u00e7ok daha \u00fczerinde belirlenebilir.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu kritik hesaplama ve s\u0131n\u0131rland\u0131rma s\u00fcrecinin merkezinde, u\u00e7a\u011f\u0131n e\u015fik ge\u00e7i\u015f h\u0131z\u0131na (<em>V<sub>at<\/sub><\/em>) (<em>Velocity at Threshold<\/em>) g\u00f6re belirlenen U\u00e7ak Yakla\u015fma Kategorileri (<em>Aircraft Approach Categories<\/em>) yatar. Bir u\u00e7a\u011f\u0131n ait oldu\u011fu h\u0131z kategorisi, yakla\u015fma esnas\u0131nda \u00e7izece\u011fi d\u00f6n\u00fc\u015f yar\u0131\u00e7ap\u0131n\u0131, manevra sahas\u0131n\u0131n geni\u015fli\u011fini ve dolay\u0131s\u0131yla maruz kalaca\u011f\u0131 engelleri do\u011frudan de\u011fi\u015ftirdi\u011fi i\u00e7in, hem <em>OCA\/H<\/em> hem de <em>AOM<\/em> de\u011ferleri u\u00e7ak kategorilerine g\u00f6re devasa farkl\u0131l\u0131klar g\u00f6sterir. Ancak, yakla\u015fma operasyonel kategorilerinin h\u0131z referanslar\u0131, d\u00f6n\u00fc\u015f koridorlar\u0131 ve performans s\u0131n\u0131fland\u0131rmalar\u0131 ba\u015fl\u0131 ba\u015f\u0131na ayr\u0131 ve son derece kapsaml\u0131 bir teknik m\u00fchendislik konusu oldu\u011fu i\u00e7in, bu yaz\u0131n\u0131n kapsam\u0131 d\u0131\u015f\u0131nda b\u0131rak\u0131lm\u0131\u015ft\u0131r.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bu iki kavram\u0131n yap\u0131ta\u015flar\u0131n\u0131, aerodinamik farkl\u0131l\u0131klar\u0131n\u0131 ve arka planda i\u015fleyen devlet-i\u015fletmeci ili\u015fkisini tam anlam\u0131yla kavramak i\u00e7in terminolojik temellerin at\u0131ld\u0131\u011f\u0131 iki ana kayna\u011fa ba\u015fvurulmas\u0131 gerekmektedir. Prosed\u00fcr tasar\u0131mc\u0131lar\u0131n\u0131n engelleri nas\u0131l hesaplad\u0131\u011f\u0131n\u0131 ve o steril limitleri nas\u0131l belirledi\u011fini incelemek i\u00e7in &#8220;OCA\/H ve MOC Hesaplamalar\u0131&#8221; ba\u015fl\u0131kl\u0131 yaz\u0131m\u0131za; bu ham limitlerin havayolu \u015firketleri taraf\u0131ndan nas\u0131l operasyonel karar y\u00fcksekliklerine d\u00f6n\u00fc\u015ft\u00fcr\u00fcld\u00fc\u011f\u00fcn\u00fc ve hukuki \u00e7er\u00e7evesini incelemek i\u00e7in ise do\u011frudan &#8220;AOM Poli\u00e7esi ve \u0130\u015fletme Usulleri&#8221; ba\u015fl\u0131kl\u0131 yaz\u0131m\u0131za y\u00f6nlenebilirsiniz.<\/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=\"Minimum_Descent_MDA_ve_Minimum_Descent_MDH\"><\/span><em>Minimum Descent (MDA) <\/em>ve <em>Minimum Descent (MDH)<\/em>:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma usullerinde dikey rehberli\u011fin bulunmad\u0131\u011f\u0131 <em>2D<\/em> operasyonlar ile turlu yakla\u015fma (<em>circling approach<\/em>) operasyonlar\u0131nda, gerekli g\u00f6rsel referanslar sa\u011flanmadan u\u00e7a\u011f\u0131n kesinlikle alt\u0131na inemeyece\u011fi spesifik irtifa veya y\u00fckseklik s\u0131n\u0131rlar\u0131 <em>MDA<\/em> (<em>Minimum Descent Altitude<\/em>) ve <em>MDH<\/em> (<em>Minimum Descent Height<\/em>) olarak adland\u0131r\u0131l\u0131r <em><sub>ICAO Doc 8168, Vol 1, Definitions. <\/sub><\/em>Karar y\u00fcksekliklerinde (<em>DA\/H<\/em>) oldu\u011fu gibi burada da referans al\u0131nan s\u0131f\u0131r d\u00fczlemleri a\u00e7\u0131s\u0131ndan temel bir ayr\u0131m mevcuttur; <em>MDA<\/em> ortalama deniz seviyesini (<em>MSL<\/em>) (<em>Mean Sea Level<\/em>) referans alarak barometrik irtifa \u00fczerinden hesaplan\u0131rken, <em>MDH<\/em> do\u011frudan aerodrom rak\u0131m\u0131n\u0131 veya piste ait e\u015fik rak\u0131m\u0131n\u0131 referans al\u0131r <em><sub>ICAO Doc 8168, Vol 1, Definitions.<\/sub><\/em> ICAO standartlar\u0131na g\u00f6re, turlu yakla\u015fma operasyonlar\u0131 i\u00e7in belirlenen <em>MDH<\/em> de\u011feri her zaman do\u011frudan aerodrom rak\u0131m\u0131na g\u00f6re tan\u0131mlanmaktad\u0131r.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Gorsel_Referanslar_ve_Altina_Inis_Sartlari\"><\/span>G\u00f6rsel Referanslar ve Alt\u0131na \u0130ni\u015f \u015eartlar\u0131:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Bir yakla\u015fma usul\u00fc tasarlan\u0131rken saf mania temizli\u011fi (<em>OCA\/H<\/em>) hesapland\u0131ktan sonra, havac\u0131l\u0131k otoritesi taraf\u0131ndan operasyonel hususlar da g\u00f6zetilerek nihai bir <em>MDA\/H<\/em> limiti yay\u0131mlan\u0131r. Havac\u0131l\u0131ktaki en kat\u0131 kurallardan biri uyar\u0131nca, u\u00e7a\u011f\u0131n <em>MDA\/H<\/em> limitinin alt\u0131na inebilmesi i\u00e7in \u00fc\u00e7 hayati \u015fart\u0131n ayn\u0131 anda ve kesintisiz olarak sa\u011flanmas\u0131 yasal bir zorunluluktur. \u0130lk olarak, ini\u015f i\u00e7in gerekli olan g\u00f6rsel referanslar\u0131n (yakla\u015fma \u0131\u015f\u0131klar\u0131, pist i\u015faretleri vb.) yeterli bir s\u00fcre boyunca net bir \u015fekilde g\u00f6r\u00fclm\u00fc\u015f ve t\u00fcm manevra boyunca muhafaza edilebilir durumda olmas\u0131 gerekir<em><sub>ICAO Doc 8168, Vol 1, 5.6.3.3. <\/sub><\/em>\u0130kinci olarak, pilotun do\u011frudan ini\u015f pisti e\u015fi\u011fiyle (<em>landing threshold<\/em>) g\u00f6rsel temas kurmu\u015f olmas\u0131 \u015fartt\u0131r. Son ve en kritik \u015fart ise; u\u00e7a\u011f\u0131n gerekli mania temizli\u011fini koruyarak, tehlikeli ve ani dal\u0131\u015flardan uzak, tamamen normal \u00e7\u00f6k\u00fc\u015f oranlar\u0131 (<em>normal rates of descent<\/em>) ve standart yat\u0131\u015f a\u00e7\u0131lar\u0131yla (<em>angles of bank<\/em>) ini\u015fi emniyetle ger\u00e7ekle\u015ftirebilecek aerodinamik bir pozisyonda bulunmas\u0131d\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.6.3.3. <\/sub><\/em>Ayr\u0131ca turlu yakla\u015fmalarda aranan yegane g\u00f6rsel referans, pistin donan\u0131mlar\u0131ndan ziyade do\u011frudan pist \u00e7evresinin (<em>runway environment<\/em>) kendisidir<em><sub>ICAO Doc 8168, Vol 1, Definitions.<\/sub><\/em><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Operasyonel_Icra_ve_Turetilmis_Karar_Yuksekligi_Derived_DAH_Iliskisi\"><\/span>Operasyonel \u0130cra ve T\u00fcretilmi\u015f Karar Y\u00fcksekli\u011fi (<em>Derived DA\/H<\/em> \u0130li\u015fkisi):<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Geleneksel hassas olmayan yakla\u015fma (<em>NPA<\/em>) usullerine sabit a\u00e7\u0131l\u0131 s\u00fcz\u00fcl\u00fc\u015f (<em>CDFA<\/em>) tekni\u011fi entegre edildi\u011finde, u\u00e7a\u011f\u0131n dikey profilini stabilize etmek amac\u0131yla tavsiye niteli\u011finde (<em>advisory<\/em>) barometrik dikey seyr\u00fcsefer (<em>VNAV<\/em>) rehberli\u011fi kullan\u0131labilir. Ancak bu sistemin kokpitte bulunmas\u0131, yatay seyr\u00fcseferin haritada belirtilen orijinal donan\u0131ma ba\u011fl\u0131 kald\u0131\u011f\u0131 bir <em>2D<\/em> operasyon ger\u00e7e\u011fini de\u011fi\u015ftirmez. \u0130\u015fletmeciler, bu usullerde pas ge\u00e7me esnas\u0131nda u\u00e7a\u011f\u0131n ataletinden dolay\u0131 yasal limitlerin alt\u0131na sarkmas\u0131n\u0131 engellemek i\u00e7in, yay\u0131mlanm\u0131\u015f <em>MDA\/H<\/em> de\u011ferinin \u00fczerine bir tolerans ekleyerek kendilerine t\u00fcretilmi\u015f bir karar y\u00fcksekli\u011fi (<em>DA\/H<\/em>) (<em>Derived Decision Altitude\/Height<\/em>) hesaplarlar. ICAO kurallar\u0131 gere\u011fi buradaki en tavizsiz \u015fart \u015fudur: Havayolu i\u015fletmecisi taraf\u0131ndan t\u00fcretilen ve kokpitte operasyonel olarak referans al\u0131nan bu yeni <em>DA\/H<\/em> limiti, ilgili yakla\u015fma usul\u00fc i\u00e7in yay\u0131mlanm\u0131\u015f olan orijinal <em>MDA\/H<\/em> de\u011ferinden asla daha d\u00fc\u015f\u00fck olamaz.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Decision_Altitude_DA_ve_Decision_Height_DH\"><\/span><br><em>Decision Altitude (DA) <\/em>ve<em> Decision Height (DH)<\/em>:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Aletli yakla\u015fma usullerinde, u\u00e7a\u011fa hem yanal hem de dikey rehberli\u011fin (sabit bir s\u00fcz\u00fcl\u00fc\u015f hatt\u0131) sa\u011fland\u0131\u011f\u0131 <em>3D<\/em> operasyonlar\u0131n (Hassas Yakla\u015fma ve <em>APV<\/em>) nihai karar s\u0131n\u0131r\u0131 <em>DA<\/em> (<em>Decision Altitude<\/em>) ve <em>DH<\/em> (<em>Decision Height<\/em>) kavramlar\u0131yla ifade edilir. T\u0131pk\u0131 di\u011fer minima de\u011ferlerinde oldu\u011fu gibi, <em>DA<\/em> ortalama deniz seviyesini (<em>MSL<\/em>) referans alarak barometrik bir s\u0131n\u0131r \u00e7izerken, <em>DH<\/em> do\u011frudan ini\u015f yap\u0131lacak pist e\u015fi\u011finin rak\u0131m\u0131n\u0131 referans alarak geometrik bir y\u00fckseklik belirtir <em><sub>ICAO Doc 8168, Vol 1, Definitions. <\/sub><\/em>Bu usullerdeki en tavizsiz ve \u00f6l\u00fcmc\u00fcl kural \u015fudur: U\u00e7ak bu spesifik irtifaya veya y\u00fcksekli\u011fe ula\u015ft\u0131\u011f\u0131nda, ini\u015fe devam etmek i\u00e7in gerekli olan g\u00f6rsel referanslar hen\u00fcz tam olarak sa\u011flanamam\u0131\u015fsa, al\u00e7al\u0131\u015f kesinlikle durdurulmaks\u0131z\u0131n derhal pas ge\u00e7me (<em>missed approach<\/em>) manevras\u0131 ba\u015flat\u0131lmal\u0131d\u0131r<em><sub>ICAO Doc 8168, Vol 1, Definitions.<\/sub><\/em> Buradaki &#8220;g\u00f6rsel referans&#8221; kavram\u0131, pilotun sadece pisti k\u00f6r\u00fc k\u00f6r\u00fcne g\u00f6rmesini de\u011fil; u\u00e7a\u011f\u0131n istenen u\u00e7u\u015f yoluna g\u00f6re mevcut konumunu ve bu konumun de\u011fi\u015fim oran\u0131n\u0131 emniyetle de\u011ferlendirebilecek yeterli s\u00fcre boyunca, yakla\u015fma \u0131\u015f\u0131klar\u0131n\u0131 veya do\u011frudan pist \u00e7evresini net olarak g\u00f6rebilmesini ifade eder.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><em>DA\/H<\/em> kavram\u0131n\u0131 hassas olmayan yakla\u015fmalardaki <em>MDA\/H<\/em> limitinden ay\u0131ran en temel m\u00fchendislik ve aerodinamik fark, irtifa kayb\u0131 (<em>height loss<\/em>) tolerans\u0131d\u0131r. <em>3D<\/em> operasyonlar do\u011frudan bir <em>DA\/H<\/em> de\u011ferine kadar kesintisiz icra edildi\u011finden, pas ge\u00e7me manevras\u0131n\u0131n ba\u015flat\u0131lmas\u0131yla birlikte a\u011f\u0131r bir u\u00e7a\u011f\u0131n ataletinden kaynaklanan o ka\u00e7\u0131n\u0131lmaz \u00e7\u00f6k\u00fc\u015fe yasal ve geometrik olarak izin verilir <em><sub>ICAO Doc 8168, Vol 1, 5.2.3.4. <\/sub><\/em>Yani u\u00e7ak pas ge\u00e7erken <em>DA\/H<\/em> limitinin bir miktar alt\u0131na yasal olarak sarkabilir. Bu sarkma pay\u0131 bir tasar\u0131m hatas\u0131 de\u011fil, planlanm\u0131\u015f bir emniyet marj\u0131d\u0131r; prosed\u00fcr tasar\u0131mc\u0131lar\u0131 saf mania temizli\u011fi limitini (<em>OCA\/H<\/em>) hesaplarken, u\u00e7a\u011f\u0131n h\u0131z\u0131na, u\u00e7ak kategorisine ve kullan\u0131lan altimetre tipine ba\u011fl\u0131 olarak olu\u015facak bu irtifa kayb\u0131 marjlar\u0131n\u0131 \u00f6nceden denkleme dahil ederler <em><sub>ICAO Doc 8168, Vol 1, 5.5.7.4.<\/sub><\/em> Hatta u\u00e7a\u011f\u0131n h\u0131z\u0131n\u0131n do\u011frudan bir fonksiyonu olan bu irtifa kayb\u0131, her bir u\u00e7ak kategorisinin \u00fcst h\u0131z limiti referans al\u0131narak o kategori i\u00e7in en muhafazakar (en g\u00fcvenli) de\u011fer olarak belirlenir <em><sub>ICAO Doc 8168, Vol 1, 5.5.7.4.1.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Bir yakla\u015fma kart\u0131nda pilotun g\u00f6rece\u011fi nihai <em>DA\/H<\/em> de\u011ferinin belirlenmesi, devlet otoritesi ile havayolu i\u015fletmecisinin ortak bir \u00e7al\u0131\u015fmas\u0131na dayan\u0131r. Prosed\u00fcr uzmanlar\u0131 fiziksel engelleri, yakla\u015fma tipini ve pas ge\u00e7me t\u0131rman\u0131\u015f performans\u0131n\u0131 hesaplay\u0131p ham bir <em>OCA\/H<\/em> de\u011feri belirledikten sonra, i\u015fletmeci kendi operasyonel de\u011fi\u015fkenlerini ve ek g\u00fcvenlik fakt\u00f6rlerini bu de\u011fere uygulayarak kokpitte u\u00e7ulabilir net <em>DA\/H<\/em> de\u011ferini ortaya \u00e7\u0131kar\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.5.7.3.<\/sub><\/em> Bu limitin operasyonel icras\u0131ndaki en \u00e7arp\u0131c\u0131 detay ise pas ge\u00e7me noktas\u0131n\u0131n (<em>MAPt<\/em>) do\u011fas\u0131d\u0131r. Geleneksel <em>2D<\/em> usullerde pas ge\u00e7me noktas\u0131 bir seyr\u00fcsefer yard\u0131mc\u0131s\u0131 veya \u00f6l\u00e7\u00fclebilir bir mesafe ile belirlenirken, <em>APV<\/em> ve hassas yakla\u015fmalarda standart <em>MAPt<\/em> kavram\u0131 yerini do\u011frudan elektronik s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131n yay\u0131mlanm\u0131\u015f <em>DA\/H<\/em> ile kesi\u015fti\u011fi o uzaysal, sanal ve hayati noktaya b\u0131rak\u0131r<em><sub>ICAO Doc 8168, Vol 1, 5.7.1.5.<\/sub><\/em><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Modern havac\u0131l\u0131kta barometrik dikey seyr\u00fcsefer (<em>Baro-VNAV<\/em>) donan\u0131m\u0131yla icra edilen <em>3D<\/em> onayl\u0131 <em>APV<\/em> yakla\u015fmalar\u0131nda da yasal s\u0131n\u0131r olarak daima <em>DA\/H<\/em> kullan\u0131l\u0131r <em><sub>ICAO Doc 8168, Vol 1, 5.5.4.3.2.<\/sub><\/em> Ancak barometrik altimetrelerin do\u011fas\u0131nda var olan \u00f6l\u00e7\u00fcm sapmalar\u0131 ve atmosferik hassasiyetler, bu usulleri klasik hassas yakla\u015fma sistemlerinden bir kademe daha az do\u011fru k\u0131lar ve pilotlar\u0131n <em>DA\/H<\/em> seviyesinde ini\u015f karar\u0131 verirken bu potansiyel sapma ihtimalini muhakkak g\u00f6z \u00f6n\u00fcnde bulundurmas\u0131 gerekir <em><sub>ICAO Doc 8168, Vol 1, 5.5.4.3.4.<\/sub><\/em> Otoriteler, bu sapmalara kar\u015f\u0131 uluslararas\u0131 bir emniyet tamponu olarak, yay\u0131mlanabilecek en d\u00fc\u015f\u00fck <em>APV\/Baro-VNAV<\/em> karar y\u00fcksekli\u011fi (<em>DH<\/em>) limitini 75 metre (250 <em>ft<\/em>) olarak sabitlemi\u015flerdir <em><sub>ICAO Doc 8168, Vol 1, 5.5.4.3.6.<\/sub><\/em><\/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=\"NATOMIPS_Farkliliklari\"><\/span>NATO\/MIPS Farkl\u0131l\u0131klar\u0131:<span class=\"ez-toc-section-end\"><\/span><\/h2>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Giris-6\"><\/span>Giri\u015f:<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">K\u00fcresel sivil havac\u0131l\u0131kta aletli yakla\u015fma usulleri uluslararas\u0131 ICAO <em>PANS-OPS<\/em> (Doc 8168) kriterlerine g\u00f6re dizayn edilirken, askeri havac\u0131l\u0131k ve NATO operasyonlar\u0131 bu sivil standartlar\u0131n \u00fczerine kendi taktiksel ve aerodinamik ihtiya\u00e7lar\u0131n\u0131 entegre eden <em>MIPS<\/em> (<em>Military Instrument Procedure Standardization<\/em>) dok\u00fcman\u0131n\u0131 kullan\u0131r. <em>MIPS<\/em>, sivil kurallar\u0131 tamamen reddeden ba\u011f\u0131ms\u0131z bir mevzuat de\u011fil; aksine ICAO standartlar\u0131n\u0131 temel alan, ancak y\u00fcksek performansl\u0131 askeri u\u00e7aklar\u0131n g\u00f6rev profillerine g\u00f6re modifiye edilmi\u015f, toleranslar\u0131 daralt\u0131lm\u0131\u015f veya esnetilmi\u015f \u00f6zel bir eklentidir. Bu durum, ayn\u0131 co\u011frafi havaliman\u0131na yap\u0131lan bir yakla\u015fman\u0131n, sivil bir u\u00e7ak ile askeri bir jet i\u00e7in ka\u011f\u0131t \u00fczerinde tamamen farkl\u0131 usullerle yay\u0131mlanmas\u0131 sonucunu do\u011furur.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Taktiksel_Paradigma_CDFA_Zorluklari_ve_Step_Down_Avantaji\"><\/span>Taktiksel Paradigma: <strong><em>CDFA<\/em><\/strong> Zorluklar\u0131 ve <em>Step Down<\/em> Avantaj\u0131:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Sivil havac\u0131l\u0131k otoriteleri stabil bir yakla\u015fma i\u00e7in <em>CDFA<\/em> (sabit a\u00e7\u0131l\u0131 al\u00e7al\u0131\u015f) tekni\u011fini yasal bir zorunluluk olarak dayat\u0131rken, askeri havac\u0131l\u0131kta \u00f6zellikle sava\u015f u\u00e7aklar\u0131 s\u00f6z konusu oldu\u011funda bu durum tamamen tersine d\u00f6nebilmektedir. Bunun alt\u0131nda yatan en temel sebep, y\u00fcksek kanat y\u00fcklemesine (<em>high wing loading<\/em>) ve d\u00fc\u015f\u00fck aerodinamik s\u00fcrt\u00fcnmeye sahip olan taktik jetlerin enerji y\u00f6netimlerinin ticari yolcu u\u00e7aklar\u0131ndan \u00e7ok farkl\u0131 olmas\u0131d\u0131r. Sivil bir usul olan \u00fc\u00e7 derecelik s\u0131\u011f ve uzun bir <em>CDFA<\/em> s\u00fcz\u00fcl\u00fc\u015f\u00fc, bir sava\u015f u\u00e7a\u011f\u0131n\u0131n motor takatini ve h\u00fccum a\u00e7\u0131s\u0131n\u0131 optimum seviyede tutmas\u0131n\u0131 zorla\u015ft\u0131rabilir. Askeri bir jet, d\u00fc\u015f\u00fck h\u0131zda ve s\u0131\u011f bir a\u00e7\u0131da s\u00fcz\u00fcl\u00fcrken motor devrini tehlikeli derecede d\u00fc\u015f\u00fcrmek zorunda kalabilir ve bu durum, olas\u0131 bir pas ge\u00e7me durumunda jet motorunun o \u00e7ok kritik olan ivmelenme s\u00fcresini (<em>spool-up time<\/em>) uzatarak emniyeti riske atar.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Ayr\u0131ca i\u015fin i\u00e7ine taktiksel hayatta kalma (<em>survivability<\/em>) doktrinleri girdi\u011finde, <em>Step Down<\/em> usul\u00fc askeri pilotlar i\u00e7in devasa bir avantaja d\u00f6n\u00fc\u015f\u00fcr. Sava\u015f u\u00e7aklar\u0131, d\u00fc\u015fman hava savunma sistemlerinden (omuzdan at\u0131lan f\u00fczeler veya hafif u\u00e7aksavar ate\u015fi) korunmak amac\u0131yla m\u00fcmk\u00fcn olan en son ana kadar y\u00fcksek irtifada (emniyetli b\u00f6lgede) kalmay\u0131 hedefler. Bu nedenle u\u00e7ak, s\u0131\u011f bir a\u00e7\u0131yla kilometrelerce al\u00e7almak yerine, yakla\u015fma hatt\u0131ndaki kritik bir noktan\u0131n \u00fczerinde h\u0131zla ve dik bir a\u00e7\u0131yla \u00e7\u00f6k\u00fc\u015f yaparak (taktiksel penetrasyon) hedeflenen asgari irtifaya iner ve d\u00fcz u\u00e7u\u015fa ge\u00e7er. Ba\u015f-\u00fcst\u00fc g\u00f6stergeleri (<em>HUD<\/em>) ve geli\u015fmi\u015f u\u00e7u\u015f yolu vekt\u00f6rleri (<em>Flight Path Vector<\/em>) sayesinde askeri pilotlar, sivil pilotlar\u0131n aksine bu agresif \u00e7\u00f6k\u00fc\u015fleri ve anl\u0131k d\u00fcz u\u00e7u\u015f (<em>level-off<\/em>) manevralar\u0131n\u0131 durumsal fark\u0131ndal\u0131klar\u0131n\u0131 kaybetmeden \u00e7ok daha hassas bir \u015fekilde icra edebilirler. Dolay\u0131s\u0131yla, sivil havac\u0131l\u0131kta <em>CFIT<\/em> riskini art\u0131ran &#8220;tehlikeli&#8221; <em>Step Down<\/em> manevras\u0131, askeri havac\u0131l\u0131kta pilotu hayatta tutan ve u\u00e7a\u011f\u0131n aerodinami\u011fine en uygun olan birincil yakla\u015fma felsefesi haline gelebilir.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" \/>\n\n\n\n<h3 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Visual_Descent_Point_VDP\"><\/span><em>Visual Descent Point<\/em> (<strong><em>VDP<\/em><\/strong>):<span class=\"ez-toc-section-end\"><\/span><\/h3>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"Tanim_ve_Aerodinamik_Islevi\"><\/span>Tan\u0131m ve Aerodinamik \u0130\u015flevi:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Geleneksel hassas olmayan yakla\u015fmalarda ve \u00f6zellikle askeri havac\u0131l\u0131kta birincil tercih olan <em>Step Down<\/em> usullerinde, u\u00e7a\u011f\u0131n <em>MDA\/H<\/em> seviyesinde d\u00fcz u\u00e7u\u015fa (<em>level-off<\/em>) ge\u00e7mesi operasyonel bir gerekliliktir. Ancak bu yatay seyir esnas\u0131nda pistin \u00e7ok ge\u00e7 veya u\u00e7a\u011f\u0131n tam alt\u0131nda g\u00f6r\u00fclmesi, pilotu piste teker koyabilmek ad\u0131na tehlikeli, dik ve stabilizasyon kurallar\u0131n\u0131 ihlal eden bir dal\u0131\u015fa (<em>duck-under<\/em>) zorlayabilir. \u0130\u015fte <em>VDP<\/em> (<em>Visual Descent Point<\/em>), u\u00e7a\u011f\u0131n <em>MDA\/H<\/em> seviyesinde d\u00fcz u\u00e7u\u015f yaparken, yay\u0131mlanm\u0131\u015f optimum s\u00fcz\u00fcl\u00fc\u015f a\u00e7\u0131s\u0131n\u0131 (genellikle 3 derece) yakalayarak piste do\u011fru emniyetli ve stabil bir al\u00e7al\u0131\u015fa ba\u015flayabilece\u011fi en son ve en ideal geometrik referans noktas\u0131d\u0131r <em><sub>ICAO Doc 9365, 4.5.4.1.<\/sub><\/em> U\u00e7ak bu noktaya ula\u015ft\u0131\u011f\u0131nda gerekli g\u00f6rsel referanslar hala sa\u011flanamam\u0131\u015fsa, o saatten sonra piste yap\u0131lacak herhangi bir al\u00e7al\u0131\u015f denemesi u\u00e7a\u011f\u0131n stabil yakla\u015fma kriterlerini kesin olarak ihlal edecektir.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"MIPS_Uygulamalari_ve_Murted_Ornegi\"><\/span><strong><em>MIPS<\/em><\/strong> Uygulamalar\u0131 ve M\u00fcrted \u00d6rne\u011fi:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\"><em>VDP<\/em> kavram\u0131, sivil havac\u0131l\u0131ktan ziyade \u00f6zellikle askeri havac\u0131l\u0131\u011f\u0131n bel kemi\u011fini olu\u015fturan <em>MIPS<\/em> (<em>Military Instrument Procedure Standardization<\/em>) usullerinde \u00e7ok daha agresif ve g\u00f6r\u00fcn\u00fcr bir \u015fekilde kullan\u0131l\u0131r. Askeri jetlerin y\u00fcksek yakla\u015fma h\u0131zlar\u0131 ve <em>Step Down<\/em> zorunluluklar\u0131, pilotun al\u00e7al\u0131\u015fa ba\u015flayaca\u011f\u0131 o optimum noktay\u0131 bilmesini taktiksel bir hayatta kalma meselesi haline getirir. Bunun en net operasyonel kan\u0131t\u0131, T\u00fcrk Hava Kuvvetleri&#8217;nin ana muharip \u00fcslerinden biri olan M\u00fcrted (Ak\u0131nc\u0131) Hava \u00dcss\u00fc&#8217;ne ait askeri <em>AIP<\/em> setlerinde g\u00f6r\u00fclebilir. M\u00fcrted i\u00e7in yay\u0131mlanan <em>TACAN<\/em> veya <em>NDB<\/em> gibi taktiksel <em>MIPS<\/em> yakla\u015fma haritalar\u0131 incelendi\u011finde, y\u00fcksek h\u0131zl\u0131 muharebe u\u00e7aklar\u0131n\u0131n pist e\u015fi\u011fine emniyetle s\u00fcz\u00fclebilmesi i\u00e7in <em>VDP<\/em> noktalar\u0131n\u0131n dikey profil \u00fczerinde ne kadar hassas bir \u015fekilde konumland\u0131r\u0131ld\u0131\u011f\u0131 a\u00e7\u0131k\u00e7a g\u00f6r\u00fclmektedir.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><span class=\"ez-toc-section\" id=\"US_TERPS_ve_FAA_Usulleri_Uzerine_Bir_Not\"><\/span><strong><em>US TERPS<\/em><\/strong> ve <strong><em>FAA<\/em><\/strong> Usulleri \u00dczerine Bir Not:<span class=\"ez-toc-section-end\"><\/span><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Havac\u0131l\u0131k literat\u00fcr\u00fcnde ICAO <em>PANS-OPS<\/em> ve askeri <em>MIPS<\/em> kriterlerinin d\u0131\u015f\u0131nda, do\u011frudan Amerika Birle\u015fik Devletleri hava sahas\u0131n\u0131 y\u00f6neten Federal Havac\u0131l\u0131k \u0130daresi (<em>FAA<\/em>) taraf\u0131ndan yay\u0131mlanan <em>US TERPS<\/em> (<em>Terminal Instrument Procedures<\/em>) standartlar\u0131 bulunur. <em>US TERPS<\/em> usulleri i\u00e7erisinde de <em>VDP<\/em> kavram\u0131 birebir yer almakta olup, FAA haritalar\u0131nda dikey profil \u00fczerinde belirgin bir &#8220;V&#8221; sembol\u00fc ile pilotlara sunulmaktad\u0131r. Ancak, <em>FAA<\/em>&#8216;in mania hesaplama felsefesi, d\u00f6n\u00fc\u015f yar\u0131\u00e7ap\u0131 form\u00fclleri ve tasar\u0131m kriterleri uluslararas\u0131 ICAO standartlar\u0131ndan \u00e7ok daha farkl\u0131 ve ba\u011f\u0131ms\u0131z bir m\u00fchendislik altyap\u0131s\u0131na sahip oldu\u011fundan, <em>US TERPS<\/em> usulleri bu yaz\u0131n\u0131n kapsam\u0131 d\u0131\u015f\u0131nda tutulmu\u015ftur.<\/p>\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\/hassas-ve-hassas-olmayan-yaklasma-usulleri-precision-vs-non-precision-approach-icao\/\">Hassas ve Hassas Olmayan Yakla\u015fma Usulleri: Precision vs. Non-Precision Approach [ICAO]<\/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\/minimum-guvenli-irtifalar\/\">Minimum G\u00fcvenli \u0130rtifalar (MOCA MEA MSA TAA AMA MORA MEF vs.) ve Haritalarda G\u00f6sterimi [ICAO+MIPS+EASA+FAA+TR+Jeppesen+Lido]<\/a><\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Ana Kaynaklar:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><em>ICAO Doc 10066 PANS-AIM<\/em>: Aeronautical Information Management (1st <em>Ed.<\/em> Amend. 3 28\/11\/24)<\/li>\n\n\n\n<li><em>ICAO Doc 8168 PANS-OPS Vol. I<\/em>: Procedures for Air Navigation Services \u2014 Aircraft Operations (6th <em>Ed.<\/em> Amend. 11 28\/11\/24)<\/li>\n\n\n\n<li><em>ICAO Doc 8168 PANS-OPS Vol. II<\/em>: Construction of Visual and Instrument Flight Procedures (7th <em>Ed.<\/em> Amend. 10 <em>Corr.<\/em> 2 28\/11\/24)<\/li>\n\n\n\n<li><em>ICAO Doc 8168 PANS-OPS Vol. III<\/em>: Aircraft Operating Procedures (1st <em>Ed.<\/em> Amend. 2 3\/11\/22)<\/li>\n\n\n\n<li><em>ICAO Doc 9365<\/em>: Manual of All-Weather Operations (5th <em>Ed.<\/em> 2024)<\/li>\n\n\n\n<li><em>SHT-OPS<\/em>: Ticari Hava Ta\u015f\u0131ma Operasyonlar\u0131 Talimat\u0131 (SHGM) (G\u00fcncel Revizyon)<\/li>\n\n\n\n<li>EASA: Easy Access Rules for Air Operations (Current Edition)<\/li>\n\n\n\n<li><strong>Jeppesen Airway Manual<\/strong>: General Student Pilot Route Manual (13\/06\/24)<\/li>\n\n\n\n<li><em>ICAO Annex 2:<\/em> Rules of the Air (11th <em>Ed.<\/em> Amend. 48 28\/11\/24)<\/li>\n\n\n\n<li><em>ICAO Annex 4:<\/em> Aeronautical Charts (11th <em>Ed.<\/em> Amend. 62 <em>Corr.<\/em> 2 28\/11\/24)<\/li>\n\n\n\n<li><em>ICAO Doc 8697<\/em>: Aeronautical Chart Manual (3rd <em>Ed.<\/em> Amend. 1 <em>Corr.<\/em> 1 11\/12\/20)<\/li>\n\n\n\n<li><em>ICAO Doc 8400 PANS-ABC<\/em>: <em>ICAO<\/em> Abbreviations and Codes (9th <em>Ed.<\/em> Amend. 33 8\/11\/18)<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Giri\u015f: Ba\u015flamadan \u00d6nce: Havac\u0131l\u0131k tarihinin ba\u015flang\u0131c\u0131ndan itibaren, hava ara\u00e7lar\u0131n\u0131n piste<\/p>\n","protected":false},"author":12,"featured_media":4406,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[10,29],"tags":[],"class_list":["post-4344","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aletli-ucus","category-aletli-ucus-prosedurleri"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Yakla\u015fma T\u00fcrleri ve Karar Y\u00fcksekliklerini \u0130\u015flevi (PA\/NPA, Type A\/B 2D\/3D DA\/MDA) [ICAO]<\/title>\n<meta name=\"description\" content=\"Giri\u015f: Ba\u015flamadan \u00d6nce: Havac\u0131l\u0131k tarihinin 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