Answer:
The answer is one and four.
Explanation:
I had this question on Edgenuity.
Answer:
Corps regulators now send threatening letters to farmers who switch from one crop to another, such as rice to orchards, or perform routine plowing.
Explanation:
The Corps says the farmers can be performing a “land-use” change that suddenly puts a farm under Corps jurisdiction. It is getting harder and harder, and in legal terms more dangerous, to be an American farmer these days, thanks to the aggressive behavior of the federal Environmental Protection Agency (EPA) and the U.S. Army Corps of Engineers. Increasingly, those regulations are changing at the arbitrary say-so of the Corps regulators who implement the EPA’s regulations on the ground, even though most practices followed by American farmers have been exempted from CWA prohibitions since it was written in 1977.
Answer: For non-precision approaches, the maximum acceptable descent rate acceptable should be one that ensures the aircraft reaches the minimum descent altitude at a distance from the threshold that allows landing in the touch down zone. Otherwise, a decent rate greater than 1000fpm is unacceptable.
Explanation: For non-precision approaches, a descent rate should be used that ensures the aircraft reaches the minimum decent altitude at a distance from the threshold that allows landing in the touchdown zone (TDZ) . On many instrument approach procedures, this distance is annotated by a visual descent point (VDP) If no VDP is annotated, calculate a normal descent point to the TDZ. To determine the required rate of descent, subtract the TDZ elevation (TDZE) from the final approach fix (FAF) altitude and divide this by the time inbound. For illustration, if the FAF altitude is 1,000 feet mean sea level (MSL), the TDZE is 200 feet MSL and the time inbound is two minutes, an 400 fpm rate of descent should be applied.
A descent rate greater than approximately 1,000 fpm is unacceptable during the final stages of an approach (below 1,000 feet AGL). Operational experience and research shows that this is largely due to a human perceptual limitation that is independent of the airplane or helicopter type. As a result, operational practices and techniques must ensure that descent rates greater than 1,000 fpm are not permitted in either the instrument or visual portions of an approach and landing operation.