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帅哥 发表于 2008-12-19 23:28:19

35.4.3 Pilots must preplan to determine if the aircraft
can meet the climb gradient (expressed in feet per
nautical mile) required by the departure procedure,
and be aware that flying at a higher than anticipated
ground speed increases the climb rate requirement in
feet per minute. Higher than standard climb gradients
are specified by a note on the departure procedure
chart for graphic DPs, or in the Take-Off Minimums
and (Obstacle) Departure Procedures section of the
U.S. Terminal Procedures booklet for textual ODPs.
The required climb gradient, or higher, must be
maintained to the specified altitude or fix, then the
standard climb gradient of 200 ft/NM can be
resumed. A table for the conversion of climb gradient
(feet per nautical mile) to climb rate (feet per minute),
at a given ground speed, is included on page D1 of the
U.S. Terminal Procedures booklets.

帅哥 发表于 2008-12-19 23:28:26

35.5 Where are DPs located? DPs will be listed by
airport in the IFR Takeoff Minimums and (Obstacle)
Departure Procedures Section, Section C, of the
Terminal Procedures Publications (TPPs). If the DP
is textual, it will be described in TPP Section C. SIDs
and complex ODPs will be published graphically and
named. The name will be listed by airport name and
runway in Section C. Graphic ODPs will also have
the term “(OBSTACLE)” printed in the charted
procedure title, differentiating them from SIDs.
35.5.1 An ODP that has been developed solely for
obstacle avoidance will be indicated with the symbol
“T” on appropriate Instrument Approach Procedure
(IAP) charts and DP charts for that airport. The “T”
symbol will continue to refer users to TPP Section C.
In the case of a graphic ODP, the TPP Section C will
only contain the name of the ODP. Since there may be
both a textual and a graphic DP, Section C should still
be checked for additional information. The nonstandard minimums and minimum climb gradients found
in TPP Section C also apply to charted DPs and radar
vector departures unless different minimums are
specified on the charted DP. Takeoff minimums and
departure procedures apply to all runways unless
otherwise specified. New graphic DPs will have all
the information printed on the graphic depiction. As
a general rule, ATC will only assign an ODP from a
nontowered airport when compliance with the ODP
is necessary for aircraft to aircraft separation. Pilots
may use the ODP to help ensure separation from
terrain and obstacles.
35.6 Responsibilities
35.6.1 Each pilot, prior to departing an airport on an
IFR flight should consider the type of terrain and
other obstacles on or in the vicinity of the departure
airport; and:
35.6.2 Determine whether an ODP is available; and
35.6.3 Determine if obstacle avoidance can be
maintained visually or if the ODP should be flown;
and
35.6.4 Consider the effect of degraded climb
performance and the actions to take in the event of an
engine loss during the departure.

帅哥 发表于 2008-12-19 23:28:34

35.6.5 After an aircraft is established on an
ODP/SID and subsequently vectored or cleared off of
the ODP or SID transition, pilots shall consider the
ODP/SID canceled, unless the controller adds
“expect to resume ODP/SID.”
35.6.6 Aircraft instructed to resume a procedure
which contains restrictions, such as a DP, shall be
issued/reissued all applicable restrictions or shall be
advised to comply with those restrictions.
35.6.7 If an altitude to “maintain” is restated,
whether prior to or after departure, previously issued
“ATC” altitude restrictions are cancelled. All
minimum crossing altitudes which are not identified
on the chart as ATC restrictions are still mandatory for
obstacle clearance. If an assigned altitude will not
14 FEB 08 31 JULY 08
AIP ENR 1.5-69
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
allow the aircraft to cross a fix at the minimum
crossing altitude, the pilot should request a higher
altitude in time to climb to the crossing restriction or
request an alternate routing. ATC altitude restrictions
are only published on SIDs and are identified on the
chart with “(ATC)” following the altitude. When an
obstruction clearance minimum crossing altitude is
also to be published at the same fix, it is identified by
the term “(MCA).”
35.6.8 Pilots of civil aircraft operating from
locations where SIDs are established may expect
ATC clearances containing a SID. Use of a SID
requires pilot possession of the textual description or
graphic depiction of the approved current SID, as
appropriate. RNAV SIDs must be retrievable by the
procedure name from the aircraft database and
conform to charted procedure. ATC must be
immediately advised if the pilot does not possess the
assigned SID, or the aircraft is not capable of flying
the SID. Notification may be accomplished by filing
“NO SID” in the remarks section of the filed flight
plan or by the less desirable method of verbally
advising ATC. Adherence to all restrictions on the
SID is required unless clearance to deviate is
received.

帅哥 发表于 2008-12-19 23:28:46

35.6.9 Controllers may omit the departure control
frequency if a SID clearance is issued and the
departure control frequency is published on the SID.
35.7 RNAV Departure Procedures
35.7.1 All public RNAV SIDs and graphic ODPs are
RNAV 1. These procedures generally start with an
initial RNAV or heading leg near the departure
runway end. In addition, these procedures require
system performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100A, U.S. Terminal and
En Route Area Navigation (RNAV) Operations.
RNAV 1 procedures require the aircraft’s total
system error remain bounded by _1 NM for 95% of
the total flight time.
31 JULY 08
AIP ENR 1.6-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.6
AIP ENR 1.7-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.7 Altimeter Setting Procedures
1. General
1.1_The accuracy of aircraft altimeters is subject to
the following factors:
1.1.1_Nonstandard temperature of the atmosphere.
1.1.2_Nonstandard atmospheric pressure.
1.1.3_Aircraft static pressure systems (position
error).
1.1.4_Instrument error.
1.2_EXTREME CAUTION SHOULD BE
EXERCISED WHEN FLYING IN PROXIMITY TO
OBSTRUCTIONS OR TERRAIN IN LOW
TEMPERATURES AND PRESSURES. This is
especially true in extremely cold temperatures that
cause a large differential between the Standard Day
temperature and actual temperature. This
circumstance can cause serious errors that result in
the aircraft being significantly lower than the
indicated altitude.
NOTE-
Standard temperature at sea level is 15 degrees Celsius
(59_degrees Fahrenheit). The temperature gradient from
sea level is minus 2 degrees Celsius (3.6 degrees
Fahrenheit) per 1,000 feet. Pilots should apply corrections
for static pressure systems and/or instruments, if
appreciable errors exist.
1.3_The adoption of a standard altimeter setting at the
higher altitudes eliminates station barometer errors,
some altimeter instrument errors, and errors caused
by altimeter settings derived from different geographical sources.
2. Procedures
2.1_The cruising altitude or flight level of aircraft
shall be maintained by reference to an altimeter
which shall be set, when operating:
2.1.1_Below 18,000 feet MSL.
2.1.1.1_When the barometric pressure is
31.00_inches Hg. or less:_to the current reported
altimeter setting of a station along the route and
within 100 NM of the aircraft, or if there is no station
within this area, the current reported altimeter setting
of an appropriate available station. When an aircraft
is en route on an instrument flight plan, air traffic
controllers will furnish this information to the pilot at
least once while the aircraft is in the controller’s area
of jurisdiction. In the case of an aircraft not equipped
with a radio, set to the elevation of the departure
airport or use an appropriate altimeter setting
available prior to departure.
2.1.1.2_When the barometric pressure exceeds
31.00 inches Hg.:_the following procedures will be
placed in effect by NOTAM defining the geographic
area affected:
a)_For all aircraft._Set 31.00 inches for en_route
operations below 18,000 feet MSL. Maintain this
setting until beyond the affected area or until reaching
final approach segment. At the beginning of the final
approach segment, the current altimeter setting will
be set, if possible. If not possible, 31.00 inches will
remain set throughout the approach. Aircraft on
departure or missed approach will set 31.00 inches
prior to reaching any mandatory/crossing altitude or
1,500 feet AGL, whichever is lower. (Air traffic
control will issue actual altimeter settings and advise
pilots to set 31.00 inches in their altimeters for
en_route operations below 18,000 feet MSL in
affected areas.)
b)_During preflight, barometric altimeters shall be
checked for normal operation to the extent possible.
c)_For aircraft with the capability of setting the
current altimeter setting and operating into airports
with the capability of measuring the current altimeter
setting, no additional restrictions apply.
d)_For aircraft operating VFR, there are no
additional restrictions; however, extra diligence in
flight planning and in operating in these conditions is
essential.
e)_Airports unable to accurately measure barometric pressures above 31.00 inches of Hg. will report the
barometric pressure as _missing" or _in excess of
31.00 inches of Hg." Flight operations to and from
those airports are restricted to VFR weather
conditions.
f)_For aircraft operating IFR and unable to set the
current altimeter setting, the following restrictions
apply:
1)_To determine the suitability of departure
alternate airports, destination airports, and destination alternate airports, increase ceiling requirements
AIP ENR 1.7-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
by 100 feet and visibility requirements by 1
/4 statute
mile for each 1
/10 of an inch of Hg., or any portion
thereof, over 31.00 inches. These adjusted values are
then applied in accordance with the requirements of
the applicable operating regulations and operations
specifications.
EXAMPLE-
Destination altimeter is 31.28 inches, ILS DH 250 feet
(200-1
/2). When flight planning, add 300-3
/4 to the
weather requirements which would become 500-1_1 /4.
2)_On approach, 31.00 inches will remain set.
Decision height or minimum descent altitude shall be
deemed to have been reached when the published
altitude is displayed on the altimeter.
NOTE-
Although visibility is normally the limiting factor on an
approach, pilots should be aware that when reaching DH
the aircraft will be higher than indicated. Using the
example above the aircraft would be approximately
300_feet higher.
3)_These restrictions do not apply to authorized
Category II and III ILS operations nor do they apply
to certificate holders using approved QFE altimetry
systems.
2.1.1.3_The FAA Regional Flight Standards Division
Manager of the affected area is authorized to approve
temporary waivers to permit emergency resupply or
emergency medical service operation.
2.1.2_At or above 18,000 feet MSL:_to 29.92_ Hg
(standard setting). The lowest usable flight level is
determined by the atmospheric pressure in the area of
operation, as shown in TBL ENR 1.7-1.
TBL ENR 1.7-1
Lowest Usable Flight Level
Altimeter Setting
(Current Reported)
Lowest Usable
Flight Level
29.92 or higher 180
29.91 to 29.42 185
29.41 to 28.92 190
28.91 to 28.42 195
28.41 to 27.92 200
2.1.3_Where the minimum altitude, as prescribed in
14 CFR Sections 91.159 and 91.119, is above
18,000_feet MSL the lowest usable flight level shall
be the flight level equivalent of the minimum altitude
plus the number of feet specified in TBL ENR 1.7-2.
TBL ENR 1.7-2
Lowest Flight Level Correction Factor
Altimeter Setting Correction Factor
29.92 or higher none
29.91 to 29.42 500 feet
29.41 to 28.92 1000 feet
28.91 to 28.42 1500 feet
28.41 to 27.92 2000 feet
27.91 to 27.42 2500 feet
EXAMPLE-
The minimum safe altitude of a route is 19,000 feet MSL
and the altimeter setting is reported between 29.92 and
29.42 inches of mercury. The lowest usable flight level will
be 195, which is the flight level equivalent of 19,500 feet
MSL (minimum altitude plus 500 feet).
2.1.4_Aircraft operating in an offshore CONTROL
AREA should use altimeter setting procedures as
described above, unless directed otherwise by ATC.
NOTE-
Aircraft exiting the oceanic CTA/FIR destined for the U.S.
or transitioning through U.S. offshore control areas should
use the current reported altimeter of a station nearest to the
route being flown. When entering an oceanic CTA/FIR
from U.S. offshore control areas, pilots should change to
the standard altimeter setting 29.92.
3. Altimeter Errors
3.1_Most pressure altimeters are subject to mechanical, elastic, temperature, and installation errors.
(Detailed information regarding the use of pressure
altimeters is found in the Instrument Flying
Handbook, Chapter IV.) Although manufacturing
and installation specification, as well as the periodic
test and inspections required by regulations (14 CFR
Part 43, Appendix E), act to reduce these errors--any
scale error may be observed in the following manner:
3.1.1_Set the current reported altimeter setting on the
altimeter setting scale.
3.1.2_Altimeter should now read field elevation if
you are located on the same reference level used to
establish the altimeter setting.
3.1.3_Note the variation between the known field
elevation and the altimeter indication. If this variation
is in the order of plus or minus 75 feet, the accuracy
of the altimeter is questionable and the problem
should be referred to an appropriately rated repair
station for evaluation and possible correction.
AIP ENR 1.7-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.2_Once in flight, it is very important to obtain
frequently current altimeter settings en route. If you
do not reset your altimeter when flying from an area
of high pressure into an area of low pressure, your
aircraft will be closer to the surface than your
altimeter indicates. An inch error in the altimeter
setting equals 1,000 feet of altitude. To quote an old
saying: _GOING FROM A HIGH TO A LOW,
LOOK OUT BELOW."
3.3_Temperature also has an effect on the accuracy of
altimeters and your altitude. The crucial values to
consider are standard temperature versus the ambient
(at altitude) temperature. It is this _difference" that
causes the error in indicated altitude. When the air is
warmer than standard, you are higher than your
altimeter indicates. Subsequently, when the air is
colder than standard you are lower than indicated. It
is the magnitude of this _difference" that determines
the magnitude of the error. When flying into a cooler
air mass while maintaining a constant indicated
altitude, you are losing true altitude. However, flying
into a cooler air mass does not necessarily mean you
will be lower than indicated if the difference is still on
the plus side. For example, while flying at 10,000 feet
(where STANDARD temperature is -5 degrees
Celsius (C)), the outside air temperature cools from
+5 degrees C to 0 degrees C, the temperature error
will nevertheless cause the aircraft to be HIGHER
than indicated. It is the extreme _cold" difference that
normally would be of concern to the pilot. Also, when
flying in cold conditions over mountainous country,
the pilot should exercise caution in flight planning
both in regard to route and altitude to ensure adequate
en route and terminal area terrain clearance.
3.4_TBL ENR 1.7-3, derived from ICAO formulas,
indicates how much error can exist when the
temperature is extremely cold. To use the table, find
the reported temperature in the left column, then read
across the top row to locate the height above the
airport/reporting station (i.e., subtract the airport/reporting elevation from the intended flight altitude).
The intersection of the column and row is how much
lower the aircraft may actually be as a result of the
possible cold temperature induced error.
3.5_The possible result of the above example should
be obvious, particularly if operating at the minimum
altitude or when conducting an instrument approach.
When operating in extreme cold temperatures, pilots
may wish to compensate for the reduction in terrain
clearance by adding a cold temperature correction.
TBL ENR 1.7-3
Reported Temp _C
ICAO COLD TEMPERATURE ERROR TABLE
Height Above Airport in Feet
200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
+10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
EXAMPLE-Temperature-10 degrees Celsius, and the aircraft altitude is 1,000 feet above the airport elevation. The chart
shows that the reported current altimeter setting may place the aircraft as much as 100 feet below the altitude indicated by
the altimeter.
AIP ENR 1.7-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4. High Barometric Pressure
4.1_Cold, dry air masses may produce barometric
pressures in excess of 31.00 inches of Mercury, and
many altimeters do not have an accurate means of
being adjusted for settings of these levels. As noted in
paragraph 3.2, when the altimeter cannot be set to the
higher pressure setting, the aircraft actual altitude
will be higher than the altimeter indicates.
4.2_When the barometric pressure exceeds
31.00_inches, air traffic controllers will issue the
actual altimeter setting, and:
4.2.1_En Route/Arrivals._Advise pilots to remain
set on 31.00 inches until reaching the final approach
segment.
4.2.2_Departures._Advise pilots to set 31.00 inches
prior to reaching any mandatory/crossing altitude or
1,500 feet, whichever is lower.
4.3_The altimeter error caused by the high pressure
will be in the opposite direction to the error caused by
the cold temperature.
5. Low Barometric Pressure
5.1_When abnormally low barometric pressure
conditions occur (below 28.00), flight operations by
aircraft unable to set the actual altimeter setting are
not recommended.
NOTE-
The true altitude of the aircraft is lower than the indicated
altitude if the pilot is unable to set the actual altimeter
setting.
AIP ENR 1.8-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.8
AIP ENR 1.9-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.9
AIP ENR 1.10-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.10 Flight Planning
(Restriction, Limitation or Advisory Information)
1. Preflight Preparation
1.1_Every pilot is urged to receive a preflight briefing
and to file a flight plan. This briefing should consist
of the latest or most current weather, airport, and
en_route NAVAID information. Briefing service may
be obtained from a flight service station (FSS) either
by telephone or interphone, by radio when airborne,
or by a personal visit to the station. In the 48_contiguous States, pilots with a current FAA medical
certificate may access toll-free the Direct User
Access Terminal System (DUATS) through a personal computer. DUATS will provide alpha-numeric
preflight weather data and allow pilots to file
domestic VFR and IFR flight plans.
REFERENCE-
GEN 3.5, paragraph 3.5.3.3 lists DUATS vendors.
NOTE-
Pilots filing flight plans via _fast file" who desire to have
their briefing recorded, should include a statement at the
end of the recording as to the source of their weather
briefing.
1.2_The information required by the FAA to process
flight plans is contained on FAA Form_7233-1, Flight
Plan. The forms are available at all flight service
stations.
REFERENCE-
AIP, ENR 1.10, paragraph 4, Flight Plan Requirements.
1.3_Consult an FSS or Weather Service Office
(WSO) for a preflight weather briefing. Supplemental Weather Service Locations (SWSLs) do not
provide weather briefings.
1.4_FSSs are required to advise of pertinent
NOTAMs if a standard briefing is requested, but if
they are overlooked, don’t hesitate to remind the
specialist that you have not received NOTAM
information. Additionally, NOTAMs which are
known in sufficient time for publication and are of
7_days duration or longer are normally incorporated
into the Notices to Airmen publication and carried
there until cancellation time. FDC NOTAMs, which
apply to instrument flight procedures, are also
included in Notices to Airmen publication up to and
including the number indicated in the FDC NOTAM
legend. These NOTAMs are not provided during a
briefing unless specifically requested by the pilot
since the FSS specialist has no way of knowing
whether the pilot has already checked Notices to
Airmen publication prior to calling. Remember to ask
for NOTAMs contained in the Notices to Airmen
publication as they are not normally furnished during
your briefing.
1.5_Pilots are urged to use only the latest issue of
aeronautical charts in planning and conducting flight
operations. Aeronautical charts are revised and
reissued on a periodic basis to ensure that depicted
data are current and reliable. In the conterminous
U.S., sectional charts are updated each 6 months, IFR
en route charts each 56 days, and amendments to civil
IFR approach charts are accomplished on a 56-day
cycle with a change notice volume issued on the
28-day mid-cycle. Charts that have been superseded
by those of a more recent date may contain obsolete
or incomplete flight information.
REFERENCE-
AIP, GEN 3.2, contains a description of aeronautical charts.
1.6_When requesting a preflight briefing, identify
yourself as a pilot and provide the following:
1.6.1_Type of flight planned; e.g., VFR or IFR.
1.6.2_Aircraft number or pilot’s name.
1.6.3_Aircraft type.
1.6.4_Departure airport.
1.6.5_Route of flight.
1.6.6_Destination.
1.6.7_Flight altitude(s).
1.6.8_ETD and ETE.
1.7_Prior to conducting a briefing, briefers are
required to have the background information listed
above so that they may tailor the briefing to the needs
of the proposed flight. The objective is to communicate a _picture" of meteorological and aeronautical
information necessary for the conduct of a safe and
efficient flight. Briefers use all available weather and
aeronautical information to summarize data applicable to the proposed flight. They do not read weather
reports and forecasts verbatim unless specifically
requested by the pilot. FSS briefers do not provide
FDC NOTAM information for special instrument
AIP ENR 1.10-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
approach procedures unless specifically asked. Pilots
authorized by the FAA to use special instrument
approach procedures must specifically request FDC
NOTAM information for these procedures. Pilots
who receive the information electronically will
receive NOTAMs for special IAPs automatically.
REFERENCE-
See AIP, GEN 3.5 for meteorological services.
1.8_The Federal Aviation Administration has
designated High Density Traffic Airports (HDTA)
and has prescribed air traffic rules and requirements
for operating aircraft (excluding helicopter operations) to and from these airports.
REFERENCE-
AIP, GEN 3.3, paragraph 9.7, Airport Reservations Operations and
Procedures.
1.9_In addition to the filing of a flight plan, if the
flight will traverse or land in one or more foreign
countries, it is particularly important that pilots leave
a complete itinerary with someone directly concerned
and keep that person advised of the flight’s progress.
If serious doubt arises as to the safety of the flight, that
person should first contact the FSS.
1.10_Pilots operating aircraft under the provisions of
14 CFR Part 135 and not having an FAA assigned
3-letter designator, are urged to prefix the normal
aircraft registration (N) number with the letter _T" on
flight plan filing.
EXAMPLE-
TN 1234B.
2. Follow IFR Procedures Even When
Operating VFR
2.1_To maintain IFR proficiency, pilots are urged to
practice IFR procedures whenever possible, even
when operating VFR. Some suggested practices
include:
2.1.1_Obtain a complete preflight and weather
briefing. Check the NOTAMs.
2.1.2_File a flight plan. This is an excellent low-cost
insurance policy. The cost is the time it takes to fill it
out. The insurance includes the knowledge that
someone will be looking for you if you become
overdue at your destination.
2.1.3_Use current charts.
2.1.4_Use the navigation aids. Practice maintaining
a good course by keeping the needle centered.
2.1.5_Maintain a constant altitude appropriate for
direction of flight.
2.1.6_Estimate en route position times.
2.1.7_Make accurate and frequent position reports to
the FSSs along your route of flight.
2.2_Simulated IFR flight is recommended (under the
hood); however, pilots are cautioned to review and
adhere to the requirements specified in 14 CFR
Section 91.109 before and during such flight.
2.3_When flying VFR at night, in addition to the
altitude appropriate for the direction of flight, pilots
should maintain an altitude which is at or above the
minimum en route altitude as shown on charts. This
is especially true in mountainous terrain, where there
is usually very little ground reference. Do not depend
on your eyes alone to avoid rising unlighted terrain,
or even lighted obstructions such as TV towers.
3. Domestic Notice to Airmen (NOTAM)
System
3.1_Time-critical aeronautical information which is
of either a temporary nature or is not sufficiently
known in advance to permit publication on
aeronautical charts or in other operational publications, receives immediate dissemination via the U.S.
Notice to Airmen (NOTAM) System.
NOTE- NOTAM information is that aeronautical
information that could affect a pilot’s decision to make a
flight. It includes such information as airport or primary
runway closures, changes in the status of navigational
aids, ILS, radar service availability, and other information
essential to planned en route, terminal, or landing
operations.
3.2_NOTAM information is classified into three
categories. These are NOTAM (D) or distant,
NOTAM (L) or local, and Flight Data Center (FDC)
NOTAMs.
3.2.1_NOTAM (D)
3.2.1.1_NOTAM (D) information is disseminated for
all navigational facilities that are part of the National
Airspace System (NAS), all public use airports,
seaplane bases, and heliports listed in the
Airport/Facility Directory (AFD). The complete file
of all NOTAM (D) information is maintained in a
computer database at the Weather Message Switching Center (WMSC), located in Atlanta, Georgia.
This category of information is distributed automatically via Service A telecommunications system.
AIP ENR 1.10-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
Air_traffic facilities, primarily FSSs, have access to
the entire WMSC database of NOTAMs. These
NOTAMs remain available via Service A for the
duration of their validity or until published. Once
published, the NOTAM data is deleted from the
system.
3.2.2_NOTAM (L)
3.2.2.1_NOTAM (L) information includes such data
as taxiway closures, personnel and equipment near or
crossing runways, and airport lighting aids that do not
affect instrument approach criteria, such as VASI.
3.2.2.2_NOTAM (L) information is distributed
locally only and is not attached to the hourly weather
reports. A separate file of local NOTAMs is
maintained at each FSS for facilities in their areas
only. NOTAM (L) information for other FSS areas
must be specifically requested directly from the FSS
that has responsibility for the airport concerned.
NOTE-
DUATS vendors are not required to provide NOTAM (L)
information.
3.2.3_FDC NOTAMs
3.2.3.1_On those occasions when it becomes
necessary to disseminate information which is
regulatory in nature, the National Flight Data Center
(NFDC) in Washington, D.C., will issue an FDC
NOTAM. FDC NOTAMs contain such things as
amendments to published instrument approach
procedures (IAPs) and other current aeronautical
charts. They are also used to advertise temporary
flight restrictions caused by such things as natural
disasters or large scale public events that may
generate a congestion of air traffic over a site.
3.2.3.2_FDC NOTAMs are transmitted via Service A
only once and are kept on file at the FSS until
published or canceled. FSSs are responsible for
maintaining a file of current, unpublished FDC
NOTAMs concerning conditions within 400 miles of
their facilities. FDC information concerning conditions that are more than 400 miles from the FSS, or
that is already published, is given only on request.
NOTE-
1._DUATS vendors will provide FDC NOTAMs only upon
site-specific requests using a location identifier.
2._NOTAM data may not always be current due to the
changeable nature of the national airspace system
components, delays inherent in processing the information,
and occasional temporary outages of the United States
NOTAM System. While en route, pilots should contact FSSs
and obtain updated information for their route of flight and
destination.
3.3_An integral part of the NOTAM System is the
Notice to Airmen publication, published every
28_days. Data is included in this publication to reduce
congestion on the telecommunications circuits and,
therefore, is not available via Service A. Once
published, this information is not provided during
pilot weather briefings unless specifically requested
by the pilot. The Notice to Airmen publication
contains four parts:
3.3.1_Part 1 contains three sections.
3.3.1.1_Notices which meet the criteria for
NOTAM_(D) which are expected to remain in effect
for an extended period and FDC NOTAMs current at
the time of publication. Occasionally, some
NOTAM_(L) and other unique information is
included in this section when it will contribute to
flight safety.
3.3.1.2_Airports, Facilities, and Procedural
NOTAMs.
3.3.1.3_General FDC NOTAMs.
3.3.2_Part 2 contains Revisions to Minimum
En_Route IFR Altitudes and Changeover Points
Amendments.
3.3.3_Part 3 contains International Notices to
Airmen.
3.3.4_Part 4 contains Graphic Notices._It includes
special notices and notices containing graphics
pertaining to almost every aspect of aviation; such as,
military training areas, large scale sporting events
that may attract media attention or draw large crowds
of aircraft, chart corrections and additions, and air
show information.
3.3.5_The number of the last FDC NOTAM included
in the Notices to Airmen publication is noted on the
first page to aid the user in updating the listing with
any FDC NOTAMs which may have been issued
between the cut-off date and the date the publication
is received. All information contained will be carried
until the information expires, is canceled, or in the
case of permanent conditions, is published in other
publications, such as the Airport/Facility Directory.
3.3.6_All new notices entered, excluding FDC
NOTAMs, will be published only if the information
is expected to remain in effect for at least 30 days after
the effective date of the publication.
AIP ENR 1.10-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4. Flight Plan Requirements
4.1_The types of flight plans in U.S. airspace are:
4.1.1_Visual Flight Rules (VFR).
4.1.2_Defense Visual Flight Rules (DVFR).
4.1.3_Instrument Flight rules (IFR).
4.1.4_Composite Flight Plan Visual-Instrument
Flight Rules (VFR-IFR).
4.1.5_IFR flight plans requesting VFR operations.
NOTE-
ICAO flight plans are required whenever the flight intends
to cross an international boundary or an oceanic CTA/FIR
boundary. For flights departing U.S. airports and
operating over U.S. domestic airspace and/or offshore
control areas, but do not penetrate the oceanic CTA/FIR
boundary or borders, a U.S. domestic flight plan is
preferred.
4.2_Flight Plan-VFR Flights
4.2.1_Except for operations in or penetrating a
Coastal or Domestic ADIZ or DEWIZ (see
ENR 1.12, paragraph 1.2), a flight plan is not
required for VFR flight; however, it is strongly
recommended that one be filed.
4.2.2_To obtain maximum benefits of the flight plan
program, flight plans should be filed directly with the
nearest flight service station. For your convenience,
FSSs provide aeronautical and meteorological
briefings while accepting flight plans. Radio may be
used to file if no other means are available. Also,
some States operate aeronautical communications
facilities which will accept and forward flight plans
to the FSS for further handling.
4.2.3_When a _stopover" flight is anticipated to
cover an extended period of time, it is recommended
that a separate flight plan be filed for each _leg" when
the stop is expected to be more than 1-hour duration.
4.2.4_Pilots are encouraged to give their departure
times directly to the FSS serving the departure airport
or as otherwise indicated by the FSS when the flight
plan is filed. This will ensure more efficient flight
plan service and permit the FSS to advise you of
significant changes in aeronautical facilities or
meteorological conditions. When a VFR flight plan
is filed, it will be held by the FSS until 1 hour after the
proposed departure time and then canceled unless:
4.2.4.1_The actual departure time is received.
4.2.4.2_A revised proposed departure time is
received.
4.2.4.3_At a time of filing, the FSS is informed that
the proposed departure time will be met, but actual
time cannot be given because of inadequate
communications (assumed departures).
4.2.5_On pilot’s request, at a location having an
active tower, the aircraft identification will be
forwarded by the tower to the FSS for reporting the
actual departure time. This procedure should be
avoided at busy airports.
4.2.6_Although position reports are not required for
VFR flight plans, periodic reports to FAA flight
service stations along the route are good practice.
Such contacts permit significant information to be
passed to the transiting aircraft and also serve to
check the progress of the flight should it be necessary
for any reason to locate the aircraft.
EXAMPLE-
1._Bonanza 314K, over Kingfisher at (time), VFR flight
plan, Tulsa to Amarillo.
2._Cherokee 5133J, over Oklahoma City at (time),
Shreveport to Denver, no flight plan.
4.2.7_Pilots not operating on an IFR flight plan, and
when in level cruising flight, are cautioned to
conform with VFR cruising altitudes appropriate to
direction of flight.
4.2.8_When filing VFR flight plans, indicate aircraft
equipment capabilities by appending the appropriate
suffix to aircraft type in the same manner as that
prescribed for IFR flight. Under some circumstances,
ATC computer tapes can be useful in constructing the
radar history of a downed or crashed aircraft. In each
case, knowledge of the aircraft’s transponder
equipment is necessary in determining whether or not
such computer tapes might prove effective.
REFERENCE-
AIP, ENR 1.10, paragraph 5.1 and TBL ENR 1.10-1, Aircraft
Equipment Suffixes.
4.2.9_Explanation of VFR Flight Plan Items.
4.2.9.1_Block 1._Check the type flight plan. Check
both the VFR and IFR blocks if composite VFR/IFR.
4.2.9.2_Block 2._Enter your complete aircraft
identification including the prefix _N" if applicable.
4.2.9.3_Block 3._Enter the designator for the
aircraft, or if unknown, consult an FSS briefer.
4.2.9.4_Block 4._Enter your true airspeed (TAS).
AIP ENR 1.10-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
4.2.9.5_Block 5._Enter the departure airport
identifier code, or if unknown, the name of the
airport.
4.2.9.6_Block 6._Enter the proposed departure time
in Coordinated Universal Time (UTC). If airborne,
specify the actual or proposed departure time, as
appropriate.
4.2.9.7_Block 7._Enter the appropriate VFR altitude
(to assist the briefer in providing weather and wind
information).
4.2.9.8_Block 8._Define the route of flight by using
NAVAID identifier codes and airways.
4.2.9.9_Block 9._Enter the destination airport
identifier code, or if unknown, the airport name.
NOTE-
Include the city name (or even the state name) if needed for
clarity.
4.2.9.10_Block 10._Enter your estimated time
en_route, in hours and minutes.
4.2.9.11_Block 11._Enter only those remarks
pertinent to ATC or to the clarification of other flight
plan information such as the appropriate radiotelephony (call sign) associated with the designator filed
in Block 2. Items of a personal nature are not
accepted.
4.2.9.12_Specify the fuel on board, in hours and
minutes.
4.2.9.13_Specify an alternate airport if desired.
4.2.9.14_Enter your complete name, address, and
telephone number. Enter sufficient information to
identify home base, airport, or operator.
NOTE-
This information is essential in the event of search and
rescue operations.
4.2.9.15_Block 15._Enter total number of persons on
board including crew (POB).
4.2.9.16_Block 16._Enter the predominant colors.
4.2.9.17_Block 17._(Optional) Record a destination
telephone number to assist Search and Rescue should
you fail to report or cancel your flight plan within
1/2_hour after your estimated time of arrival (ETA).
CAUTION-
A control tower at destination point does not
automatically close VFR flight plans; it remains the
responsibility of a pilot to close his/her own flight plan.
4.2.9.18_Record the FSS name for closing the flight
plan. If the flight plan is closed with a different FSS
or facility, state the recorded FSS name that would
normally have closed your flight plan.
NOTE-
The information transmitted to the destination FSS will
consist only of flight plans blocks 2, 3, 9, and 10. Estimated
time en route (ETE) will be converted to the correct
estimated time of arrival (ETA).
AIP ENR 1.10-6
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.10-1
FAA Flight Plan
Form 7233-1 (8-82)
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY) PILOT BRIEFING VNR STOPOVER
TIME STARTED SPECIALIST
INITIALS
1. TYPE 1. VFR IFR DVFR AIRCRAFT TYPE/
3. SPECIAL EQUIPMENT
5. DEPARTURE POINT DEPARTURE TIME 6. PROPOSED (Z) ACTUAL (Z)
ALTITUDE
7. CRUISING
8. ROUTE OF FLIGHT
KTS 9. DESTINATION (Name of airport
and city)
EST. TIME 10. ENROUTE
HOURS HOURS MINUTES
MINUTES
REMARKS 11. 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(13. S) PILOT’S NAME, ADDRESS TELEPHONE AIRCRAFT 14. & NUMBER & HOME BASE 15. NUMBER
ABOARD
15. 17. 17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)
16. AIRCRAFT 16. COLOR OF FAA Form 7233-1 FAA Form 7233-(8-82) _________________ ARRIVAL CLOSE VFR FLIGHT PLAN WITH FSS ON FLIGHT PLAN
CIVIL AIRCRAFT PILOTS, FAR 91 requires you file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
2. AIRCRAFT
IDENTIFICATION
TRUE
AIRSPEED
4. AIP ENR 1.10-7
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
TBL ENR 1.10-1
Aircraft Suffixes
Suffix Equipment Capability
NO DME
/X No transponder
/T Transponder with no Mode C
/U Transponder with Mode C
DME
/D No transponder
/B Transponder with no Mode C
/A Transponder with Mode C
TACAN ONLY
/M No transponder
/N Transponder with no Mode C
/P Transponder with Mode C
AREA NAVIGATION (RNAV)
/Y LORAN, VOR/DME, or INS with no transponder
/C LORAN, VOR/DME, or INS, transponder with no Mode C
/I LORAN, VOR/DME, or INS, transponder with Mode C
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a
transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
/E Flight Management System (FMS) with DME/DME and IRU position updating
/F FMS with DME/DME position updating
/G Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with
en_route and terminal capability.
/R Required Navigational Performance (RNP). The aircraft meets the RNP type prescribed for the route segment(s),
route(s) and/or area concerned.
Reduced Vertical Separation Minimum (RVSM). Prior to conducting RVSM operations within the U.S., the
operator must obtain authorization from the FAA or from the responsible authority, as appropriate.
/J /E with RVSM
/K /F with RVSM
/L /G with RVSM
/Q /R with RVSM
/W RVSM
AIP ENR 1.10-8
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4.3_Operational Information System (OIS)
4.3.1_The FAA’s Air Traffic Control System
Command Center (ATCSCC) maintains a web site
with near real-time National Airspace System (NAS)
status information. NAS operators are encouraged to
access the web site at www.fly.faa.gov prior to filing
their flight plan.
4.3.2_The web site consolidates information from
advisories. An advisory is a message that is
disseminated electronically by the ATCSCC that
contains information pertinent to the NAS.
4.3.2.1_Advisories are normally issued for the
following items:
a)_Ground Stops.
b)_Ground Delay Programs.
c)_Route Information.
d)_Plan of Operations.
e)_Facility Outages and Scheduled Facility
Outages.
f)_Volcanic Ash Activity Bulletins.
g)_Special Traffic Management Programs.
4.3.2.2_This list is not all-inclusive. Any time there
is information that may be beneficial to a large
number of people, an advisory may be sent.
Additionally, there may be times when an advisory is
not sent due to workload or the short length of time of
the activity.
4.3.2.3_Route information is available on the web
site and in specific advisories. Some route
information, subject to the 56-day publishing cycle,
is located on the _OIS" under _Products," Route
Management Tool (RMT), and _What’s New"
Playbook. The RMT and Playbook contain routings
for use by Air Traffic and NAS operators when they
are coordinated _real-time" and are then published in
an ATCSCC advisory.
4.3.2.4_Route advisories are identified by the word
_Route" in the header; the associated action is
required (RQD), recommended (RMD), planned
(PLN), or for your information (FYI). Operators are
expected to file flight plans consistent with the Route
RQD advisories.
4.4_Flight Plan-Defense VFR (DVFR) Flights
4.4.1_VFR flights into a Coastal or Domestic
ADIZ/DEWIZ are required to file DVFR flight plans
for security purposes. Detailed ADIZ procedures are
found in ENR 1.12, paragraph 1.
REFERENCE-
14 CFR Part 99.
5. Flight Plan-IFR Flights
5.1_General
5.1.1_Prior to departure from within, or prior to
entering Class A, B, C, D, and E airspace, a pilot must
submit a complete flight plan and receive an air traffic
clearance if weather conditions are below VFR
minimums. Instrument flight plans may be submitted
to the nearest flight service station or the airport
traffic control tower either in person or by telephone
(or by radio if no other means are available). Pilots
should file IFR flight plans at least 30 minutes prior
to estimated time of departure to preclude possible
delay in receiving a departure clearance from ATC.
To minimize your delay in entering a Class B, C, D,
or E surface area at destination when IFR weather
conditions exist or are forecast at the airport, an IFR
flight plan should be filed before departure.
Otherwise, a 30-minute delay is not unusual in
receiving an ATC clearance because of time spent in
processing flight plan data. Traffic saturation
frequently prevents control personnel from accepting
flight plans by radio. In such cases the pilot is advised
to contact the nearest flight service station for the
purpose of filing the flight plan.
NOTE-
There are several methods of obtaining IFR clearance at
nontower, non-Flight Service Stations and outlying
airports. The procedure may vary due to geographical
features, weather conditions, and the complexity of the
ATC system. To determine the most effective means of
receiving an IFR clearance, pilots should ask the nearest
Flight Service Station for the most appropriate means of
obtaining the IFR clearance.
5.1.2_When filing an IFR flight plan, include as a
prefix to the aircraft type, the number of aircraft when
more than one and/or heavy aircraft indicator _H/" if
appropriate.
EXAMPLE-
H/DC10/A
2/F15/A
AIP ENR 1.10-9
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.1.3 When filing an IFR flight plan, identify the
equipment capability by adding a suffix, preceded by
a slant, to the AIRCRAFT TYPE, as shown in
TBL ENR 1.10-1, Aircraft Suffixes.
NOTE-
1. ATC issues clearances based on filed suffixes. Pilots
should determine the appropriate suffix based upon
desired services and/or routing. For example, if a desired
route/procedure requires GPS, a pilot should file /G even
if the aircraft also qualifies for other suffixes.
2. For procedures requiring GPS, if the navigation system
does not automatically alert the flight crew of a loss of GPS,
the operator must develop procedures to verify correct GPS
operation.
3. The suffix is not to be added to the aircraft identification
or be transmitted by radio as part of the aircraft
identification.
5.1.4 It is recommended that pilots file the maximum
transponder or navigation capability of their aircraft
in the equipment suffix. This will provide ATC with
the necessary information to utilize all facets of
navigational equipment and transponder capabilities
available.

帅哥 发表于 2008-12-19 23:29:05

5.2 Airways/Jet Routes Depiction on Flight Plan
5.2.1 It is vitally important that the route of flight be
accurately and completely described in the flight
plan. To simplify definition of the proposed route,
and to facilitate air traffic control, pilots are requested
to file via airways or jet routes established for use at
the altitude or flight level planned.
5.2.2 If flight is to be conducted via designated
airways or jet routes, describe the route by indicating
the type and number designators of the airway(s) or
jet route(s) requested. If more than one airway or jet
route is to be used, clearly indicate points of
transition. If the transition is made at an unnamed
intersection, show the next succeeding NAVAID or
named intersection on the intended route and the
complete route from that point. Reporting points
should be identified by using authorized name/code
as depicted on appropriate aeronautical charts. The
following two examples illustrate the need to specify
the transition point when two routes share more than
one transition fix.
EXAMPLE-
1. ALB J37 BUMPY J14 BHM
Spelled out: from Albany, New York, via Jet Route 37
transitioning to Jet Route 14 at BUMPY intersection,
thence via Jet Route 14 to Birmingham, Alabama.
2. ALB J37 ENO J14 BHM
Spelled out: from Albany, New York, via Jet Route 37
transitioning to Jet Route 14 at Smyrna VORTAC (ENO)
thence via Jet Route 14 to Birmingham, Alabama.
5.2.3 The route of flight may also be described by
naming the reporting points or NAVAIDs over which
the flight will pass, provided the points named are
established for use at the altitude or flight level
planned.
EXAMPLE-
BWI V44 SWANN V433 DQO
Spelled out: from Baltimore-Washington International, via
Victor 44 to Swann intersection, transitioning to Victor 433
at Swann, thence via Victor 433 to Dupont.
5.2.4 When the route of flight is defined by named
reporting points, whether alone or in combination
with airways or jet routes, and the navigational aids
(VOR, VORTAC, TACAN, LF, RBN) to be used for
the flight are a combination of different types of aids,
enough information should be included to clearly
indicate the route requested.
EXAMPLE-
LAX J5 LKV J3 GEG YXC FL 330 J500 VLR J515 YWG
Spelled out: from Los Angeles International via Jet Route_5
Lakeview, Jet Route 3 Spokane, direct Cranbrook, British
Columbia VOR/DME, Flight Level 330 Jet Route 500 to
Langruth, Manitoba VORTAC, Jet Route 515 to Winnepeg,
Manitoba.
5.2.5 When filing IFR, it is to the pilot's advantage
to file a “preferred route.”
NOTE-
Preferred IFR routes are described and tabulated in the
Airport/Facility Directory.
5.2.6 ATC may issue a SID or a STAR as appropriate
(See ENR 1.5, paragraph_3).
NOTE-
Pilots not desiring a SID or STAR should so indicate in the
remarks section of the flight plan as “no SID” or “no
STAR.”
30 AUG 07
AIP ENR 1.10-10
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
5.3 Direct Flights
5.3.1 All or any portions of the route which will not
be flown on the radials or courses of established
airways or routes, such as direct route flights, must be
defined by indicating the radio fixes over which the
flight will pass. Fixes selected to define the route shall
be those over which the position of the aircraft can be
accurately determined. Such fixes automatically
become compulsory reporting points for the flight,
unless advised otherwise by ATC. Only those
navigational aids established for use in a particular
structure; i.e., in the low or high structures, may be
used to define the en route phase of a direct flight
within that structure.
5.3.2 The azimuth feature of VOR aids and the
azimuth and distance (DME) features of VORTAC
and TACAN aids are assigned certain frequency
protected areas of airspace which are intended for
application to established airway and route use, and
to provide guidance for planning flights outside of
established airways or routes. These areas of airspace
are expressed in terms of cylindrical service volumes
of specified dimensions called “class limits” or
“categories.”
5.3.3 An operational service volume has been
established for each class in which adequate signal
coverage and frequency protection can be assured. To
facilitate use of VOR, VORTAC, or TACAN aids,
consistent with their operational service volume
limits, pilot use of such aids for defining a direct route
of flight in Class A, B, C, D, and E airspace should not
exceed the following:_
5.3.3.1 Operations above Flight Level 450. Use aids
not more than 200 nautical miles apart. These aids are
depicted on En Route High Altitude Charts.
5.3.3.2 Operation off established routes from
18,000_feet MSL to Flight Level 450. Use aids not
more than 260 nautical miles apart. These aids are
depicted on En Route High Altitude Charts.
5.3.3.3 Operation off established airways below
18,000 feet MSL. Use aids not more than 80 nautical
miles apart. These aids are depicted on En Route Low
Altitude Charts.
5.3.3.4 Operation off established airways between
14,500 feet MSL and 17,999 feet MSL in the
conterminous United States. (H) facilities not more
than 200 NM apart may be used.
5.3.4 Increasing use of self-contained airborne
navigational systems which do not rely on the
VOR/VORTAC/TACAN system has resulted in pilot
requests for direct routes which exceed NAVAID
service volume limits. These direct route requests
will be approved only in a radar environment, with
approval based on pilot responsibility for navigation
on the authorized direct route. “Radar flight
following” will be provided by ATC for air traffic
control purposes.
5.3.5 At times, ATC will initiate a direct route in a
radar environment which exceeds NAVAID service
volume limits. In such cases ATC will provide radar
monitoring and navigational assistance as necessary.
5.3.6 Airway or jet route numbers, appropriate to the
stratum in which operation will be conducted, may
also be included to describe portions of the route to be
flown.
EXAMPLE-
MDW V262 BDF V10 BRL STJ SLN GCK
Spelled out: from Chicago Midway Airport via Victor 262
to Bradford, Victor 10 to Burlington, Iowa, direct St.
Joseph, Missouri, direct Salina, Kansas, direct Garden
City, Kansas.
NOTE-
When route of flight is described by radio fixes, the pilot
will be expected to fly a direct course between the points
named.
5.3.7 Pilots are reminded that they are responsible
for adhering to obstruction clearance requirements on
those segments of direct routes that are outside of
Class A, B, C, D, and E airspace. The MEAs and other
altitudes shown on Low Altitude IFR En Route
Charts pertain to those route segments within
Class_A, B, C, D, and E airspace, and those altitudes
may not meet obstruction clearance criteria when
operating off those routes.
5.4 Area Navigation (RNAV)
5.4.1 Random RNAV routes can only be approved in
a radar environment. Factors that will be considered
by ATC in approving random RNAV routes include
the capability to provide radar monitoring and
compatibility with traffic volume and flow. ATC will
radar monitor each flight; however, navigation on the
random RNAV route is the responsibility of the pilot.
5.4.2 Pilots of aircraft equipped with approved area
navigation equipment may file for RNAV routes
throughout the National Airspace System and may be
filed for in accordance with the following procedures.
AIP ENR 1.10-11
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.4.2.1_File airport to airport flight plans.
5.4.2.2_File the appropriate RNAV capability
certification suffix in the flight plan.
5.4.2.3_Plan the random route portion of the flight
plan to begin and end over appropriate arrival and
departure transition fixes or appropriate navigation
aids for the altitude stratum within which the flight
will be conducted. The use of normal preferred
departure and arrival routes (DP/STAR), where
established, is recommended.
5.4.2.4_File route structure transitions to and from
the random route portion of the flight.
5.4.2.5_Define random routes by waypoints. File
route description waypoints by using degree-distance fixes based on navigational aids which are
appropriate for the altitude stratum.
5.4.2.6_File a minimum of one route description
waypoint for each ARTCC through whose area the
random route will be flown. These waypoints must be
located within 200 NM of the preceding center’s
boundary.
5.4.2.7_File an additional route description waypoint
for each turnpoint in the route.
5.4.2.8_Plan additional route description waypoints
as required to ensure accurate navigation via the filed
route of flight. Navigation is the pilot’s responsibility
unless ATC assistance is requested.
5.4.2.9_Plan the route of flight so as to avoid
Prohibited and Restricted Airspace by 3 NM unless
permission has been obtained to operate in that
airspace and the appropriate ATC facilities are
advised.
NOTE-
To be approved for use in the National Airspace System,
RNAV equipment must meet the appropriate system
availability, accuracy, and airworthiness standards. For
additional guidance on equipment requirements see
AC_20-130, Airworthiness Approval of Vertical
Navigation (VNAV) Systems for use in the U.S. NAS and
Alaska, or AC 20-138, Airworthiness Approval of Global
Positioning System (GPS) Navigation Equipment for Use
as a VFR and IFR Supplemental Navigation System. For
airborne navigation database, see AC 90-94, Guidelines
for Using GPS Equipment for IFR En Route and Terminal
Operations and for Nonprecision Instrument Approaches
in the U.S. National Airspace System, Section 2.
5.4.3_Pilots of aircraft equipped with latitude/longitude coordinate navigation capability independent of
VOR/TACAN references may file for random RNAV
routes at and above FL 390 within the conterminous
U.S. using the following procedures:
5.4.3.1_File airport-to-airport flight plans prior to
departure.
5.4.3.2_File the appropriate RNAV capability
certification suffix in the flight plan.
5.4.3.3_Plan the random route portion of the flight to
begin and end over published departure/arrival
transition fixes or appropriate navigation aids for
airports without published transition procedures. The
use of preferred departure and arrival routes, such as
DP and STAR where established, is recommended.
5.4.3.4_Plan the route of fight so as to avoid
prohibited and restricted airspace by 3 NM unless
permission has been obtained to operate in that
airspace and the appropriate ATC facility is advised.
5.4.3.5_Define the route of flight after the departure
fix, including each intermediate fix (turnpoint) and
the arrival fix for the destination airport in terms of
latitude/longitude coordinates plotted to the nearest
minute or in terms of Navigation Reference System
(NRS) waypoints. For latitude/longitude filing the
arrival fix must be identified by both the
latitude/longitude coordinates and a fix identifier.
EXAMPLE-
MIA1 SRQ2 3407/106153 3407/11546 TNP4 LAX5
1
_Departure Airport
2
_Departure Fix
3
_Intermediate Fix (Turning Point)
4
_Arrival Fix
5
_Destination Airport
or
ORD1 IOW2 KP49G3 KD34U4 KL16O5 OAL6 MOD27
SFO8
1
Departure airport.
2
Transition fix (pitch point).
3
Minneapolis ARTCC waypoint.
4
Denver ARTCC Waypoint.
5
Los Angeles ARTCC waypoint (catch point).
6
Transition fix.
7
Arrival.
8
Destination airport.
AIP ENR 1.10-12
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
5.4.3.6_Record latitude/longitude coordinates by
four figures describing latitude in degrees and
minutes followed by a solidus and five figures
describing longitude in degrees and minutes.
5.4.3.7_File at FL 390 or above for the random
RNAV portion of the flight.
5.4.3.8_Fly all routes/route segments on Great Circle
tracks.
5.4.3.9_Make any in-flight requests for random
RNAV clearances or route amendments to an en route
ATC facility.
5.5_Flight Plan Form See FIG ENR 1.10-1.
5.5.1_Explanation of IFR Flight Plan Items.
5.5.1.1_Block 1._Check the type flight plan. Check
both the VFR and IFR blocks if composite VFR/IFR.
5.5.1.2_Block 2._Enter your complete aircraft
identification including the prefix _N" if applicable.
5.5.1.3_Block 3._Enter the designator for the
aircraft, followed by a slant (/) and the transponder or
DME equipment code letter; e.g., C-182/U. Heavy
aircraft, add prefix _H" to aircraft type; example,
H/DC10/R. Consult an FSS briefer for any unknown
elements.
5.5.1.4_Block 4._Enter your computed true airspeed
(TAS).
NOTE-
If the average TAS changes plus or minus 5 percent or
10_knots, whichever is greater, advise ATC.
5.5.1.5_Block 5._Enter the departure airport
identifier code (or the name if identifier is unknown).
NOTE-
Use of identifier codes will expedite the processing of your
flight plan.
5.5.1.6_Block 6._Enter the proposed departure time
in Coordinated Universal Time (UTC) (Z). If
airborne, specify the actual or proposed departure
time as appropriate.
5.5.1.7_Block 7._Enter the requested en route
altitude or flight level.
NOTE-
Enter only the initial requested altitude in this block. When
more than one IFR altitude or flight level is desired along
the route of flight, it is best to make a subsequent request
direct to the controller.
5.5.1.8_Block 8._Define the route of flight by using
NAVAID identifier codes (or names if the code is
unknown), airways, jet routes, and waypoints (for
RNAV).
NOTE-
Use NAVAIDs or waypoints to define direct routes and
radials/bearing to define other unpublished routes.
5.5.1.9_Block 9._Enter the destination airport
identifier code (or name if identifier is unknown).
5.5.1.10_Block 10._Enter your estimated time en
route based on latest forecast winds.
5.5.1.11_Block 11._Enter only those remarks
pertinent to ATC or to the clarification of other flight
plan information such as the appropriate radiotelephony (call sign) associated with the designator filed
in Block 2. Items of a personal nature are not
accepted. Do not assume that remarks will be
automatically transmitted to every controller. Specific ATC or en route requests should be made directly
to the appropriate controller.
NOTE-
_DVRSN" should be placed in Block 11 only if the
pilot/company is requesting priority handling to their
original destination from ATC as a result of a diversion as
defined in the Pilot/Controller Glossary.
5.5.1.12_Block 12._Specify the fuel on board,
computed from the departure point.
5.5.1.13_Block 13._Specify an alternate airport if
desired or required, but do not include routing to the
alternate airport.
5.5.1.14_Block 14._Enter the complete name,
address, and telephone number of pilot-in-command
or, in the case of a formation flight, the formation
commander. Enter sufficient information to identify
home base, airport, or operator.
NOTE-
This information would be essential in the event of a search
and rescue operation.
5.5.1.15_Block 15._Enter the total number of
persons on board including crew.
5.5.1.16_Block 16._Enter the predominant colors.
NOTE-
Close IFR flight plans with tower, approach control,
ARTCCs, or if unable, with FSS. When landing at an
airport with a functioning control tower, IFR flight plans
are automatically canceled.
AIP ENR 1.10-13
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.5.2_The information transmitted to the ARTCC for
IFR Flight Plans will consist of only flight plan
blocks_2, 3, 4, 5, 6, 7, 8, 9, 10, and 11.
5.5.3_A description of the International Flight Plan
Form is contained in the International Flight
Information Manual (IFIM).
6. IFR Operations to High Altitude
Destinations
6.1_Pilots planning IFR flights to airports located in
mountainous terrain are cautioned to consider the
necessity for an alternate airport even when the
forecast weather conditions would technically relieve
them from the requirement to file one.
6.2_The FAA has identified three possible situations
where the failure to plan for an alternate airport when
flying IFR to such destination airport could result in
a critical situation if the weather is less than forecast
and sufficient fuel is not available to proceed to a
suitable airport._
6.2.1_An IFR flight to an airport where the Minimum
Descent Altitudes (MDAs) or landing visibility
minimums for all instrument approaches are higher
than the forecast weather minimums specified in
14_CFR Section 91.167(b). For example, there are
3_high altitude airports in the U.S. with approved
instrument approach procedures where all of the
MDAs are greater than 2,000 feet and/or the landing
visibility minimums are greater than 3 miles (Bishop,
California; South Lake Tahoe, California; and
Aspen-Pitkin Co/Sardy Field, Colorado). In the case
of these airports, it is possible for a pilot to elect, on
the basis of forecasts, not to carry sufficient fuel to get
to an alternate when the ceiling and/or visibility is
actually lower than that necessary to complete the
approach.
6.2.2_A small number of other airports in mountainous terrain have MDAs which are slightly (100 to
300_feet) below 2,000 feet AGL. In situations where
there is an option as to whether to plan for an
alternate, pilots should bear in mind that just a slight
worsening of the weather conditions from those
forecast could place the airport below the published
IFR landing minimums.
6.2.3_An IFR flight to an airport which requires
special equipment; i.e., DME, glide slope, etc., in
order to make the available approaches to the lowest
minimums. Pilots should be aware that all other
minimums on the approach charts may require
weather conditions better than those specified in
14_CFR Section_91.167(b). An inflight equipment
malfunction could result in the inability to comply
with the published approach procedures or, again, in
the position of having the airport below the published
IFR landing minimums for all remaining instrument
approach alternatives.
7. Composite Flight Plan (VFR/IFR Flights)
7.1_Flight plans which specify VFR operation for
one portion of a flight, and IFR for another portion,
will be accepted by the FSS at the point of departure.
If VFR flight is conducted for the first portion of the
flight, the pilot should report his/her departure time to
the FSS with which he/she filed his/her VFR/IFR
flight plan; and, subsequently, close the VFR portion
and request ATC clearance from the FSS nearest the
point at which change from VFR to IFR is proposed.
Regardless of the type facility you are communicating with (FSS, center, or tower), it is the pilot’s
responsibility to request that facility to _CLOSE VFR
FLIGHT PLAN." The pilot must remain in VFR
weather conditions until operating in accordance with
the IFR clearance.
7.2_When a flight plan indicates IFR for the first
portion of flight and VFR for the latter portion, the
pilot will normally be cleared to the point at which the
change is proposed. Once the pilot has reported over
the clearance limit and does not desire further IFR
clearance, he/she should advise air traffic control to
cancel the IFR portion of his/her flight plan. Then,
he/she should contact the nearest FSS to activate the
VFR portion of his/her flight plan. If the pilot desires
to continue his/her IFR flight plan beyond the
clearance limit, he/she should contact air traffic
control at least five minutes prior to the clearance
limit and request further IFR clearance. If the
requested clearance is not received prior to reaching
the clearance limit fix, the pilot will be expected to
establish himself/herself in a standard holding pattern
on the radial/course to the fix unless a holding pattern
for the clearance limit fix is depicted on a U.S.
Government or commercially produced (meeting
FAA requirements) Low/High Altitude En Route,
Area, or STAR chart. In this case the pilot will hold
according to the depicted pattern.
AIP ENR 1.10-14
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
8. Initiating a Change to Flight Plans on File
8.1_Changes to proposed flight plans should be
initiated through the FSS with which the flight plan
was originally filed. If this is not possible, initiate
changes through the nearest FSS or ATC facility. All
changes should be initiated at least 30 minutes prior
to departure to insure that the change can be effected
prior to the ATC clearance delivery.
9. Change in Proposed Departure Time
9.1_To prevent computer saturation in the en route
environment, parameters have been established to
delete proposed departure flight plans which have not
been activated. Most centers have this parameter set
so as to delete these flight plans a minimum of 1 hour
after the proposed departure time. To ensure that a
flight plan remains active, pilots whose actual
departure time will be delayed 1 hour or more beyond
their filed departure time, are requested to notify ATC
of their departure time.
9.2_Due to traffic saturation, control personnel
frequently will be unable to accept these revisions via
radio. It is recommended that you forward these
revisions to the nearest FSS.
10. Other Changes
10.1_In addition to altitude/flight level, destination,
and/or route changes, increasing or decreasing the
speed of an aircraft constitutes a change in a flight
plan. Therefore, at any time the average true airspeed
at cruising altitude between reporting points varies or
is expected to vary from that given in the flight plan
by plus or minus 5 percent, or 10_knots, whichever is
greater, air traffic control should be advised.
11. Canceling Flight Plans
11.1_Closing VFR and DVFR Flight Plans
11.1.1_A pilot is responsible for ensuring that his/her
VFR or DVFR flight plan is canceled. You should
close your flight plan with the nearest FSS, or if one
is not available, you may request any ATC facility to
relay your cancellation to the FSS. Control towers do
not automatically close VFR or DVFR flight plans as
they may not be aware that a particular VFR aircraft
is on a flight plan. If you fail to report or cancel your
flight plan within 1
/2_hour after your ETA, search and
rescue procedures are started.
11.2_Canceling IFR Flight Plan
11.2.1_14 CFR Section 91.153 includes the statement
_When a flight plan has been activated, the pilot in
command, upon canceling or completing the flight
under the flight plan, shall notify an FAA Flight
Service Station or ATC facility."
11.2.2_An IFR flight plan may be canceled at any
time the flight is operating in VFR conditions outside
Class A airspace by the pilot stating _CANCEL MY
IFR FLIGHT PLAN" to the controller or air/ground
station with which he/she is communicating.
Immediately after canceling an IFR flight plan, a pilot
should take necessary action to change to the
appropriate air/ground frequency, VFR radar beacon
code, and VFR altitude or flight level.
11.2.3_ATC separation and information services will
be discontinued, including radar services (where
applicable). Consequently, if the canceling flight
desires VFR radar advisory service, the pilot must
specifically request it.
NOTE-
Pilots must be aware that other procedures may be
applicable to a flight that cancels an IFR flight plan within
an area where a special program, such as a designated
terminal radar service area, Class C airspace or Class B
airspace, has been established.
11.2.4_If a DVFR flight plan requirement exists, the
pilot is responsible for filing this flight plan to replace
the canceled IFR flight plan. If a subsequent IFR
operation becomes necessary, a new IFR flight plan
must be filed and an ATC clearance obtained before
operating in IFR conditions.
11.2.5_If operating on an IFR flight plan to an airport
with a functioning control tower, the flight plan is
automatically closed upon landing.
11.2.6_If operating on an IFR flight plan to an airport
where there is no functioning control tower, the pilot
must initiate cancellation of the IFR flight plan. This
can be done after landing if there is a functioning FSS
or other means of direct communications with ATC.
In the event there is no FSS and air/ground
communications with ATC is not possible below a
certain altitude, the pilot would, weather conditions
permitting, cancel his/her IFR flight plan while still
airborne and able to communicate with ATC by radio.
This will not only save the time and expense of
canceling the flight plan by telephone but will quickly
release the airspace for use by other aircraft.
AIP ENR 1.10-15
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
11.3_RNAV and RNP Operations
11.3.1_During the pre-flight planning phase the
availability of the navigation infrastructure required
for the intended operation, including any non-RNAV
contingencies, must be confirmed for the period of
intended operation. Availability of the onboard
navigation equipment necessary for the route to be
flown must be confirmed.
11.3.2_If a pilot determines a specified RNP level
cannot be achieved, revise the route or delay the
operation until appropriate RNP level can be ensured.
11.3.3_The onboard navigation database must be
appropriate for the region of intended operation and
must include the navigation aids, waypoints, and
coded terminal airspace procedures for the departure,
arrival and alternate airfields.
11.3.4_During system initialization, pilots of aircraft
equipped with a Flight Management System or other
RNAV-certified system, must confirm that the
navigation database is current, and verify that the
aircraft position has been entered correctly. Flight
crews should crosscheck the cleared flight plan
against charts or other applicable resources, as well as
the navigation system textual display and the aircraft
map display. This process includes confirmation of
the waypoints sequence, reasonableness of track
angles and distances, any altitude or speed
constraints, and identification of fly-by or fly-over
waypoints. A procedure shall not be used if validity
of the navigation database is in doubt.
11.3.5_Prior to commencing takeoff, the flight crew
must verify that the RNAV system is operating
correctly and the correct airport and runway data have
been loaded.
AIP ENR 1.11-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.11
AIP ENR 1.12-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.12 Interception of Civil Aircraft,
National Security, and Interception Procedures
1. National Security
1.1_National security in the control of air traffic is
governed by 14 CFR Part 99.
1.2_All aircraft entering domestic U.S. airspace from
points outside, must provide for identification prior to
entry. To facilitate early aircraft identification of all
aircraft in the vicinity of U.S. and international
airspace boundaries, Air Defense Identification
Zones (ADIZ) have been established. (See
FIG ENR 1.12-1).
1.3_Operational requirements for aircraft operations
associated with an ADIZ are as follows:
1.3.1_Flight Plan._Except as specified in subparagraphs 1.5 and 1.6 below, an IFR or DVFR flight plan
must be filed with an appropriate aeronautical facility
as follows:
1.3.1.1_Generally, for all operations that enter an
ADIZ.
1.3.1.2_For operations that will enter or exit the U.S.
and which will operate into, within or across the
contiguous U.S. ADIZ regardless of true airspeed.
1.3.1.3_The flight plan must be filed before departure
except for operations associated with the Alaskan
ADIZ when the airport of departure has no facility for
filing a flight plan, in which case the flight plan may
be filed immediately after takeoff or when within
range of the aeronautical facility.
1.3.2_Two-way Radio._For the majority of operations associated with an ADIZ, an operating two-way
radio is required. See 14 CFR Section_99.1 for
exceptions.
1.3.3_Transponder Requirements._Unless otherwise authorized by ATC, each aircraft conducting
operations into, within, or across the contiguous U.S.
ADIZ must be equipped with an operable radar
beacon transponder having altitude reporting capability (Mode C), and that transponder must be turned
on and set to reply on the appropriate code or as
assigned by ATC.
1.3.4_Position Reporting
1.3.4.1_For IFR flight._Normal IFR position
reporting.
1.3.4.2_For DVFR flights._The estimated time of
ADIZ penetration must be filed with the aeronautical
facility at least 15 minutes prior to penetration except
for flight in the Alaskan ADIZ, in which case report
prior to penetration.
1.3.4.3_For inbound aircraft of foreign registry.
The pilot must report to the aeronautical facility at
least 1 hour prior to ADIZ penetration.
1.3.5_Aircraft Position Tolerances
1.3.5.1_Over land, the tolerance is within plus or
minus 5 minutes from the estimated time over a
reporting point or point of penetration and within
10_NM from the centerline of an intended track over
an estimated reporting point or penetration point.
1.3.5.2_Over water, the tolerance is plus or minus
5_minutes from the estimated time over a reporting
point or point of penetration and within 20 NM from
the centerline of the intended track over an estimated
reporting point or point of penetration (to include the
Aleutian Islands).
1.3.6_Land-Based ADIZ._Land-Based ADIZ are
activated and deactivated over U.S. metropolitan
areas as needed, with dimensions, activation dates
and other relevant information disseminated via
NOTAM.
1.3.6.1_In addition to requirements outlined in
subparagaphs 1.3.1 through 1.3.3, pilots operating
within a Land-Based ADIZ must report landing or
leaving the Land-Based ADIZ if flying too low for
radar coverage.
1.3.6.2_Pilots unable to comply with all requirements
shall remain clear of Land-Based ADIZ. Pilots
entering a Land-Based ADIZ without authorization
or who fail to follow all requirements risk
interception by military fighter aircraft.
AIP ENR 1.12-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.12-1
Air Defense Identification Zone Boundaries
Designated Mountainous Areas
.................................. ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... .. .. . .. .. ............................................... .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................... ............. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ...........................
... ...........
AIP ENR 1.12-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
1.4_Except when applicable under 14 CFR
Sections_99.7 and 99.12, Part 99 does not apply to
aircraft operations:
1.4.1_Within the 48 contiguous states and the District
of Columbia, or within the State of Alaska, and
remains within 10 miles of the point of departure.
1.4.2_Over any island, or within 3 nautical miles of
the coastline of any island, in the Hawaii ADIZ.
1.4.3_Associated with any ADIZ other than the
contiguous U.S. ADIZ, when the aircraft true
airspeed is less than 180 knots.

帅哥 发表于 2008-12-19 23:29:18

1.5_Authorizations to deviate from the requirements
of Part 99 may also be granted by the ARTCC, on a
local basis, for some operations associated with an
ADIZ.
1.6_An air-filed VFR Flight Plan makes an aircraft
subject to interception for positive identification
when entering an ADIZ. Pilots are therefore urged to
file the required DVFR flight plan either in person or
by telephone prior to departure.
1.7_Special Security Instructions
1.7.1_During defense emergency or air defense
emergency conditions, additional special security
instructions may be issued in accordance with the
Security Control of Air Traffic and Air Navigation
Aids (SCATANA) Plan.

帅哥 发表于 2008-12-19 23:29:24

1.7.2_Under the provisions of the SCATANA Plan,
the military will direct the action to be taken in regard
to landing, grounding, diversion or dispersal of
aircraft, and the control of air navigation aids in the
defense of the U.S. during emergency conditions.
1.7.3_At the time a portion or all of SCATANA is
implemented, ATC facilities will broadcast
appropriate instructions received from the military
over available ATC frequencies. Depending on
instructions received from the military, VFR flights
may be directed to land at the nearest available
airport, and IFR flights will be expected to proceed as
directed by ATC.
1.7.4_Pilots on the ground may be required to file a
flight plan and obtain an approval (through FAA)
prior to conducting flight operation.
1.7.5_In view of the above, all pilots should guard an
ATC or FSS frequency at all times while conducting
flight operations.

帅哥 发表于 2008-12-19 23:29:30

2. Interception Procedures
2.1_General
2.1.1_Identification intercepts during peacetime
operations are vastly different than those conducted
under increased states of readiness. Unless otherwise
directed by the control agency, intercepted aircraft
will be identified by type only. When specific
information is required (i.e., markings, serial
numbers, etc.), the interceptor aircrew will respond
only if the request can be conducted in a safe manner.
During hours of darkness or instrument meteorological conditions (IMC), identification of unknown
aircraft will be by type only. The interception pattern
described below is the typical peacetime method used
by air interceptor aircrews. In all situations, the
interceptor aircrew will use caution to avoid startling
the intercepted aircrew and/or passengers.

帅哥 发表于 2008-12-19 23:29:41

2.1.2_All aircraft operating in the U.S. national
airspace, if capable, will maintain a listening watch
on VHF guard 121.5 or UHF 243.0. It is incumbent
on all aviators to know and understand their
responsibilities if intercepted. Additionally, if the
U.S. military intercepts an aircraft and flares are
dispensed in the area of that aircraft, aviators will pay
strict attention, contact air traffic control immediately
on the local frequency or on VHF guard 121.5 or
UHF_243.0 and follow the intercept’s visual ICAO
signals. Be advised that noncompliance may result in
the use of force.
2.2_Intercept Phases (See FIG ENR 1.12-2)
2.2.1_Phase One - Approach Phase
2.2.1.1_During peacetime, intercepted aircraft will
be approached from the stern. Generally two
interceptor aircraft will be employed to accomplish
the identification. The flight leader and wingman will
coordinate their individual positions in conjunction
with the ground controlling agency. Their relationship will resemble a line abreast formation. At night
or in IMC, a comfortable radar trail tactic will be
used. Safe vertical separation between interceptor
aircraft and unknown aircraft will be maintained at all
times.
AIP ENR 1.12-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.12-2
Interception Procedures
INTERCEPTION PATTERNS
FOR IDENTIFICATION INTERCEPTED AIRCRAFT
(TYPICAL)
INTERCEPTION PATTERNS
FOR IDENTIFICATION OF
INTERCEPTED (IDENTIFICATION PHASE
APPROACH
APPROACH
PHASE (DAY)
POST INTERCEPT PHASE POST INTERCEPT PHASE
INTERCEPTORS INTERCEPTORS
TRANSPORT
WINGMAN WINGMAN
FLIGHT LEAD
Note: During Night/approach will be from
below flight path.
IMC,
will from

帅哥 发表于 2008-12-19 23:29:49

flight 2.2.2_Phase Two - Identification Phase
2.2.2.1_The intercepted aircraft should expect to
visually acquire the lead interceptor and possibly the
wingman during this phase in visual meteorological
conditions (VMC). The wingman will assume a
surveillance position while the flight leader approaches the unknown aircraft. Intercepted aircraft
personnel may observe the use of different drag
devices to allow for speed and position stabilization
during this phase. The flight leader will then initiate
a gentle closure toward the intercepted aircraft,
stopping at a distance no closer than absolutely
necessary to obtain the information needed. The
interceptor aircraft will use every possible precaution
to avoid startling intercepted aircrew or passengers.
Additionally, the interceptor aircrews will constantly
keep in mind that maneuvers considered normal to a
fighter aircraft may be considered hazardous to
passengers and crews of nonfighter aircraft. When
interceptor aircrews know or believe that an unsafe
condition exists, the identification phase will be
terminated. As previously stated, during darkness or
IMC, identification of unknown aircraft will be type
only. Positive vertical separation will be maintained
by interceptor aircraft throughout this phase.
AIP ENR 1.12-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition

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