CIVIL UTILIZATION OF AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES

航空论坛 发表于 2011-9-6 10:14:59

**** Hidden Message *****

航空论坛 发表于 2011-9-6 10:15:14

U.S. DEPARTMENT OF TRANSPORTATION DRAFT FEDERAL AVIATION ADMINISTRATION 8260.RNAVDEP 4/30/97 CIVIL UTILIZATION OF AREA NAVIGATION (RNAV) SUBJ: DEPARTURE PROCEDURES 1. PURPOSE. This order, in conjunction with Order 8260.3B, United States Standard for Terminal Instrument Procedures (TERPS), and Order 8260.38A, Civil Utilization of Global Positioning System (GPS), provides criteria for establishing RNAV departures for use by aircraft with slant (/)Gequipment and certified for Required Navigation Performance (RNP) 1.0. 
2. DISTRIBUTION. This order is distributed to the Air Traffic Service; the Offices of Airport Safety and Standards; and Communications, Navigation, and Surveillance Systems; to the division level in the Flight Standards Service; to the National Flight Procedures Office; and the Regulatory Standards and Compliance Division at the Mike Monroney Aeronautical Center; and to the regional Flight Standards divisions. 
3. DEFINITIONS. 
 a. Baseline. A line, perpendicular to the course line at the latest position of the fix displacement tolerance area, used for construction of turn area expansion arcs. 
b. Climb-in-hold (CIH). Climbing in holding pattern. 
c. Departure Altitude. The departure altitude is an altitude at the end of the departure evaluation area which satisfies the requirements for en route operations. 
d. Departure End of Runway (DER). The end of runway declared available for the ground run of an aircraft departure. 
e. Distance of Turn Anticipation (DTA). A distance measured from the beginning of the ATRK fix displacement tolerance. Its length is determined by a formula. 
f. Fly-By Waypoint. A fly-by waypoint requires the use of turn anticipation to avoid overshoot of the next segment. 
g. Fly-Over Waypoint. A fly-over waypoint precludes any turn until the WP is overflown and is followed by an intercept maneuver to the next flight segment. 
 Distribution:   A-W(AT/AS/ND)-1; A-W(FS)-2; AVN-100 (100 cys); AMA-200 (80 cys);  A-X(FS)-2                                                                                Initiated By : AFS-440  FAA Form 1320-1 (6-80)  U.S. GPO: 1992-668-634  
h. Initial Climb Area. When a turn waypoint (TWP) is at or with 2 NM of the DER, that area is considered to be an initial climb area. 
i. MCA. Minimum Crossing Altitude. 
j. MEA. Minimum En Route Altitude. 
 
k. Obstacle Identification Surface (OIS). A 40:1 obstacle identification surface to identify obstacle penetrations. 
l. Reference Line.  A line parallel to the course line, following a(TWP), used to construct a second set of expansion arcs. 
m. Reference Waypoint. A WP of known location used to geodetically compute the location of another WP. 
n. Required Navigation Performance (RNP). A statement of the navigation performance accuracy necessary for operation within a defined airspace.  For example, terminal RNP operations are defined as RNP-1, meaning that the navigation system must be able to maintain a total error of +/- 1 NM within a specified tolerance (95% of the time). For a particular RNP value, such as terminal RNP as specified in this order, additional requirements, defining system integrity, continuity, and availability are applied. 
o. Turn Anticipation.  The capability of RNAV airborne equipment to determine and enunciate to the pilot, the location of the point along a course, prior to a TWP, where a turn should be initiated to provide a smooth path to intercept the succeeding course. 
 SECTION 1. GENERAL CRITERIA 4. GENERAL. a. Positive Course Guidance. All RNAV segments are assumed to have positive course guidance. Criteria for “climb to an altitude and turn” is not provided due to the inability to specify a positive course with an altitude. 
b. Waypoint Substitution. Existing fixes/navigational aids (NAVAIDS) may be substituted for a WP where conveniently located. For purposes of simplicity in this criteria, the term WP will be usedto denote a fix. 
c. Waypoint Displacement Area. Terminal RNAV fix displacement tolerance applies where the plotted position of the WP is at, or within, 30 nautical miles (NM) straight line measurement of the departure airport's reference point (ARP). En route fix displacement applies beyond 30 NM from the ARP. See table 1. 
 TABLE 1   FIX DISPLACEMENT TOLERANCE  EN ROUTE  TERMINAL  XTRK  2.8  1.5  ATRK  2.0  1.0  
d. Waypoints. Provide “fly-by waypoints” whenever possible. Specify “fly-over waypoints” only to achieve an operational advantage or benefit. Document the fix use and status of a waypoint as “fly-by” or “fly-over” in the REMARKS block of FAA Form 8260-2, Radio Fix and Holding Data Record. Establish WP’s at route course changes and at other points of operational benefit. 
e. Charting Instructions. All RNAV departures shall be charted graphically. 
f. Waypoint Definition. For departure WP’s located on runway centerline extended, establish coordinates using the reciprocal of the opposite direction runway true bearing and the appropriate distance applied from the DER. Where two or more segments are aligned along a continuous geodesic line, align and construct all succeeding WP’s based on a true bearing and distance from the first (reference) WP in the sequence. Where turns are established, use the TWP as the reference WP to construct succeeding WP’s and segments aligned on a continuous geodesic line following the turn. 
g. Course Change at Waypoints. The departure course at a WP is the bearing from that WP to the following WP. The arrival course at the WP is the reciprocal of the course from that WP to the preceding WP. The difference between the departure course and the arrival course at a WP equals the amount of turn at that WP. Maximum course change allowable is 120°. 
 5. IDENTIFICATION OF RNAV INSTRUMENT DEPARTURE PROCEDURES. Identify the procedure as “RNAV DEPARTURE” followed by the takeoff runway number; e.g., RNAV DEPARTURE RWY 27. Multiple departure procedures from the same runway must identify a geographical route or use a transitional route name; e.g., BRAXTON FOUR RNAV DEPARTURE, or RNAV DEPARTURE, RWY 27, LEMHI TRANSITION. 
6. ROUTE DESCRIPTION. Specify the magnetic courses and include the names of all WP’s in the order flown with any altitude restriction crossing requirements specified at the WP’s or alongtrack distance (ATD) fixes. Preface the route description with “RNP-1.0 or GPS required. Select 1 NM receiver sensitivity, if available.” 
7. APPLICATION 
 a. Apply diverse departure criteria contained in Order 8260.3B, chapter 12, to determine if RNAV departure routes are required. b. Aircraft Departure Speed Turning Radii. See table 2. (1)When the first TWP is within 6 NM of DER, use a turn radius of 2 NM for that area; for any TWP thereafter apply paragraphs 7b(2) or (3) as appropriate. (2) For all turns below 10,000 feet mean sea level (MSL), use 250 knots indicated airspeed (KIAS) unless a speed restriction of 180 KIAS is noted on the procedure for that turn. (3) For turns at 10,000 feet MSL and above, use 310 KIAS unless a speed restriction of 180 or 250 KIAS is noted on the procedure for that turn. 
(4) Where 180 or 250 KIAS is required, publish a speed restriction. Example: “Do not exceed (180/250) KIAS,” or “Do not exceed (180/250) KIAS until CHUCK WP.” 
 8. AREA. a. Initial Climb Area. See appendix 1, figure 1. (1) All departures must proceed along runway alignment during the initial climb to a specified WP past DER. Locate the first WP after DER on extended runway centerline at a sufficient distance from DER to allow the aircraft to climb to at least 400 feet above airport elevation. The minimum distance allowable for fly-by WP’s is 2 NM or the DTA distance measured from the beginning of the fix displacement tolerance area. A shorter distance of 1 NM is allowed for a fly-over WP published with a climb gradient. See appendix 1, figure 1. Also, where the 400 feet above airport elevation requirement is not achieved for the first WP publish a climb gradient. See paragraph 12a. 
(2) Initial Segment Width. See appendix 1, figure 2. From a point 500 feet each side of runway centerline: 
(a) Splay the area at 7.5° , angular with the course line, until it reaches the width of the primary area, or the departure terminates, whichever occurs first. Where a turn occurs prior to the initial segment completing 2 NM primary width, refer to instructions in paragraph 9a(8). 
(b) From the same point, splay a line at 15° , angular with the course line, until it reaches a distance of 1 mile from the primary area boundary. This defines the secondary area width. 
b. Departure Route Segments. 
(1) Length. Segment length is measured between plotted positions of the WP’s. Except for the initial climb area, the length of a segment shall be sufficient to encompass all turn anticipation and outside turn expansion requirements. The minimum segment length: 
 (a) In the case of two successive fly-by turning waypoints, is the DTA and the ATRK fix displacement tolerance of the first waypoint plus DTA including the ATRK fix displacement tolerance of the second waypoint. See figure a below. 
Step 4. Compute the DTA of the second turn waypoint plus fix displacement tolerance: 2.7 NM Step 5. Compute the minimum segment length by adding the two dimensions derived in steps 1 through 4: Minimum Length of Segment = 2.7 + 2.7 = 5.4 NM (b) In the case of two successive fly-over waypoints, use the following formula: X= r2 + θ -1.732 cos θ [] Where: X = distance from the first TWP to the ATRK fix displacement tolerance of the second TWP. r = the radius of turn, table 2. θ = angle of turn Determine the fix displacement tolerance from table 1 and add this dimension to X to obtain the total distance between the TWP’s. Example steps of computation: Given:  Aircraft speed: 250 KIAS  Altitude: Below 10,000’ MSL  First turn angle: 45° Second turn angle: (not applicable)  First TWP within 30 NM of ARP   Step 1. X = 4.2 = 6.2 NM Step 2. Determine the fix displacement tolerance from table 1.  Step 3. Add the two dimensions calculated in steps 1 and 2:  X + fix displacement tolerance = 6.2 + 1 = 7.2 NM.  
Figure c. Example steps of computation:  Given:  Aircraft Speed: 250 KIAS  First Turn: 50° Altitude: More than 10,000’ MSL  Segment more than 30 NM from ARP.  Step 1. Determine the turning radius of first turn from table 2:5.5 NM  Step 2. Determine DTA of first turn:  DTA = Turn Radius × Tangent (50°÷2) = 2.6 NM  Step 3. Add the DTA derived in step 2 plus the fix displacement tolerances, (en route), of   both WP’s:   Minimum Length of Segment = 2.6 + 2.0 + 2.0= 6.6 NM (d) From a fly-over to a fly-by waypoint, use the following formula: X=(r [ 2 + sin θ -( .1732 cos θ)] Where: X = distance from the first TWP to the DTA point of the second TWP. r = the radius of turn, table 2  θ = angle of turn  
Step 3. Determine DTA of second turn:  DTA = Turning Radius × Tangent (40°÷2) = 2.5 × 0.36 = 0.9 NM  Step 4. Add fix displacement tolerance:   1.0 + 0.9 = 1.9 NM Step 5. Determine minimum total distance between waypoints by adding the dimension in  step 2 to the dimension in step 4:   Total distance waypoint to waypoint =  Minimum length of segment = 4.1 + 1.9 = 6 NM. See figure “d” above.   (2) Width. (a) Where the segment begins at, or within, 30 NM from the ARP. See appendix 1, figure 3. 1 Primary Area: 2 miles on each side of the segment centerline. 2 Secondary Area: 1 mile on each side of the primary area. (b) Where the segment begins or extends beyond 30 NM from the ARP. See appendix 1, figures 3 and 4. 1 Primary Area: 3 miles on each side of the segment centerline. 2 Secondary Area: 3 miles on each side of the primary area. (c) Once the departure segment expands to the respective primary and secondary area widths, the area widths remain constant, except for turn expansion areas, until reaching 30 NM from ARP, or the en route structure, whichever occurs first. See paragraph 14. At the 30 NM point from the ARP, the areas splay to the dimensions stated in paragraph 8b(2)(b), using the primary area 30° splay method. Using this method the secondary area splay lines begin and end abeam their corresponding primary area splay lines. See appendix 1, figure 3. 
(d) Crosstrack fix displacement tolerances need not be considered in the construction of the 7.5°, 15°, and 30° splay areas, with regard to possible overlap of the splay boundary. 
c. Departure areas merging with en route airway structure. (1) Fly-by WP’s. 
(a) When the departure merges with an airway and departure areas are 2 and 1 NM primary and secondary respectively, the areas do not require any turn expansion. See appendix 1, figure 5. 
(b) When the departure merges with an airway and the departure areas are 3 and 3 NM primary and secondary respectively, they require inside turn expansion. See appendix 1, figure 6. 
(c) When the departure merges with an airway and departure areas are splaying from 2 and 1 NM areas to 3 and 3 primary and secondary areas respectively, the splay of the outside boundary ends where the two courses intersect. Inside expansion is not required. See appendix 1, figure 7. 
 *Aircraft Turning and Fly-over Waypoint outer boundary radii(NM). (R1)  Aircraft Speeds (KIAS)  180  250  310  Below 10,000' MSL  Radii (R1) (NM)  2.5  4.2  NA  10,000' MSL and Above  Radii (R1) (NM)  3.4  5.5  7.7  
*To determine the elevation for the application of this table, use the flight track distance to the WP applying the 200-foot per mile rule.  
(2) Fly-over WP’s. When the departure area merges with an airway, outside turn expansion is required for all departure areas; i.e., 2 and 1 NM or 3 and 3 NM, primary and secondary areas. See appendix 1, figure 8. 9. TURN AREA EXPANSION. For turns greater than 15°, an expansion of the departure area is required. Expand obstacle clearance areas for turns of more than 15°. Provide inside expansion area for fly-by WP’s. See appendix 1, figures 9, 10, 11, and 12. Outside expansion is not required for fly-by WP’s. Establish outside expansion areas for fly-over WP’s. See appendix 1, figures 13 and 14. Inside expansion is not required for fly-over WP’s. a. Outside Expansion Area for a fly-over WP. See appendix 1, figures 3, 9, 13, and 14. (1) Construct a line perpendicular to the course centerline at the latest point of the displacement tolerance of the TWP. This line, C'-A-B, is the baseline for constructing a set of arcs to establish boundaries of the outside expansion areas. See appendix 1, figure 14. 
(2) Locate point C at a distance of R1 from edge of the primary area. Using point C on the baseline as a center point, draw an arc with radius R1 from C' on the outside edge of the primary area of the turn. (R1 is a boundary radius selected from table 1.) Draw a second arc with radius R2, using point C as a center point, from the outer edge of the secondary area on the outside of the turn. (R2 is R1 plus of secondary width, whichever applies.) See appendix 1, figure 13. 
 Table 2. Departure Turning Radii (3) To determine the elevation for application of table 1, use the flight track distance to the WP applying the 200-feet per mile and/or published climb gradient where applicable. 
(4) Locate point D: 
(a) For turns 90°  or greater, on the baseline at a distance R1 from point C. See appendix 1, figure 14 and 16. 
(b) For turns less than 90. , on the reference line at a distance R1 from point C. Construct this reference line from point C parallel to the course following the TWP. See appendix 1, figure 15. 
 (5) Using point D as a center point, draw two arcs with radius R1 and R2, respectively. Using tangent lines at 30° relative to the succeeding course, connect these arcs to the succeeding primary and secondary area boundaries, respectively. See appendix 1, figure 4. (On shallow angled turns, the 30° tangent will not always be possible. This occurs where the tangent point falls inside the secondary area's boundary. See appendix 1, figure 15.) Radius R1 and R2 arcs define the primary and secondary expansion areas, respectively. 
(6) Connect corresponding arcs with straight tangent lines. 
(7) The radii in table 1 apply also for the primary area boundary radii. Use the boundary radius for 250 KIAS. 
(8) Expansion within the splay areas. 
(a) Where a turn occurs prior to the splayed areas reaching the 2/1 primary/secondarywidths, the same construction applies as in paragraph 9a(4) and (5); except, the primary arc R1 is drawn from the edge of the primary area, point C’, abeam the latest point of the displacement tolerance of the TWP. Draw the secondary arc of radius R2 (1 NM). Extend the secondary area splay (prior to turn), until it intersects the arc at point E. See appendix 1, figure 16. 
(b) Where a turn occurs when the 2/1 NM primary/secondary areas to the 3/3 primary and secondary areas respectively occurs within the turn area expansion, a similar construction applies as in paragraph 9a(8)(a). 
(c) Where the first WP is less than 2 NM beyond the DER, the inside turn boundary begins 500 feet abeam the DER or at least 1 NM prior to the plotted position of the TWP. See appendix 1, figure 16. 
b. Inside Expansion Area for a fly-by WP. 
(1) Where turns occur during the initial splays, the width of the segment following the TWP begins at the same width the preceding segment ended and the splays continue as described in paragraph 8, except for turn expansion area indicated below. 
(2) Locate a point on the primary area boundary on the inside of the turn, at the DTA measured parallel to the course back from the earliest point of the TWP's displacement area. See appendix 1, figure 10. The DTA is determined by the following formula: 
Where: TR = Aircraft turning radius from table 2 
(3) When the obstacle clearance area boundaries of the segments preceding and following the WP are parallel with the course centerline, see appendix 1, figure 12: 
 (a) Expand the primary boundary area by an angle equal to one-half of the course change. (b) Construct the secondary area boundary, parallel with the primary expansion boundary using the width of the preceding segment secondary area abeam the DTA point. 
(c) The resulting gap on the outside of the turn is closed by appropriate radii equal to the distance from the WP center to the edge of the primary or secondary abeam the TWP. 
(4) When the DTA point prior to the WP occurs during the splaying of the obstacle clearance area boundaries, (i.e., inside the area where the splay is incomplete): 
(a) Locate a point A' on the edge of the primary area at the DTA distance, measured parallel to the course following the plotted position of the WP after completing the turn. Construct the primary boundary area by connecting point A with A'.  See appendix 1, figure 10. 
(b) Locate point B on the edge of the secondary area abeam point A.  Locate point B' on the edge of the secondary area abeam point A'. Construct the secondary area boundary by connecting point B with B'. See appendix 1, figure 10. 
(c) For turns less than or equal to 75°, the resulting gap on the outside boundaries of the turn is closed by appropriate radii equal to the distance from the plotted of the TWP to the edge of the primary or secondary area abeam the TWP. See appendix 1, figure 11a.
 (d) For turns greater than 75°, after the turn, locate A' on edge of primary area at the DTA distance measured from the latest point of the WP displacement area. The resulting gap on the outside boundaries of the turn is closed by radii equal to 2NM for the primary area and 3NM for the secondary. The succeeding segment’s primary and secondary area boundary on the outside of the turn expand to 2NM and 1NM respectively. When the width of the primary area at the TWP has not reached 2NM, extend the primary and secondary boundaries of the preceding segment beyond the TWP until the primary area boundary intersects a 2 NM arc centered on the TWP. Continue the secondary area boundary until it intersects a 3 NM arc centered on the TWP. See figure 11b. 
 10. Departure Altitude. Establish a departure altitude which is the highest altitude of: a. When joining an existing airway: 
(1) A level surface evaluation. (see paragraph 11f) 
(2) The appropriate MEA or MCA for the direction of flight. 
 
b. Off airway termination: 
(1) A level surface evaluation. 
(2) Altitude where radar service can be provided. 
 
c. An air traffic control requirement. 
 11. OBSTACLE EVALUATION. The area considered for obstacle evaluation begins at the beginning of the departure area, and ends at a point or WP/fix/NAVAID defining the end of the departure. See paragraph 13. The maximum required obstacle clearance (ROC) for level flight is 1,000 feet in non-mountainous areas and 2,000 feet in designated mountainous areas, except when Order 8260.3B, paragraph 1720, is applied. Do not compute a climb gradient above an altitude which satisfies these ROC's. a. Primary Area. No obstacle shall penetrate the OIS which begins at the DER and rises from DER elevation in the direction of flight. The OIS rises along the shortest distance in the primary area from its beginning to the obstacle. For turns evaluate obstacles on the turning side of the initial climb area by measuring back the shortest distance to the DER. See appendix 1, figures 2 and 17. 
b. Secondary Area. No obstacle shall penetrate a 12:1 OIS which rises from the edge of the primary area perpendicular to the segment course. In a turn expansion area, the 12:1 OIS rises perpendicular to the edge of the primary area. See appendix 1, figures 2 and 17. Determine the height of an equivalent obstacle on the edge of the primary area, then evaluate the equivalent obstacle relative to the 40:1 OIS, at that point. 
 Example: A 9,840-foot MSL obstacle is located in the secondary area, 2,700' from the edge of the primary area. Step 1. Determine the elevation of an equivalent obstacle (EE) on the edge of the primary area: 2700 Rise of 12:1 slope to edge of primary area: = 225' 12 Elevation of obstacle (EO) 9,840' Less 12:1 rise -225' EE 9,615' Step 2. Determine the 40:1 OIS elevation at equivalent obstacle:  D = distance (NM) from DER measured along the shortest distance  within the primary area= 21,344' = 3.513 NM   21 344 Plus 40:1 rise: , = 5336 .' 40 DER elevation 7,640.0' 40:1  rise + 533.6' 
40:1  OIS elevation at equivalent obstacle 8,173.6' 
 c. When the departure joins an en route airway, normally the departure area ends at the point where the departure course and the en route intersect. At that point continue the OIS evaluation as necessary to the point where the height of the OIS equals the lowest MEA for the direction of flight minus ROC. 
d. Where an MEA or MCA is at the departure/airway intersect point, and where the aircraft has not reached the MEA or MCA or the OIS has not reached MEA/MCA minus ROC, then: 
 (1) Provide a CIH evaluation, see paragraph 13, at the airway intersect point and/or a climb gradient to the MCA altitude. 
(2) If during a CIH evaluation an OIS penetration occurs, establish a climb gradient to raise the OIS at holding end of the segment line so that the CIH OIS evaluation clears the offending obstacle. 
e. The OIS height where the departure course and en route segment intersect is determined by measuring the shortest distance within the primary area to a line drawn perpendicular to the course through the point of intersection defined by a WP/fix/NAVAID. 
f.  Apply a level surface evaluation for the entire departure in a similar manner as stated in paragraph 274 and 277, TERPS. 
 12. Climb Gradients. a. For the initial climb area, calculate a climb gradient to the first WP, as necessary, using the following formula: Where: G = climb gradient (ft/NM) DI = distance (NM) from DER measured along the route centerline HC = height (ft) to climb above DER (allow for elevation differential between airport elevation and DER elevation) Example: The first WP is located 1.6 NM beyond the DER: b. For any segment, including the initial climb area, avoid obstacles (including equivalent obstacles 400 G == 250'/NM from paragraph 10b) which penetrate the OIS, by specifying a climb gradient that provides 48 ft/NM 1.6 ROC not to exceed the maximum required obstacle clearance specified in paragraph 10 applied over distance (D). Apply the minimum climb gradient required for obstacle clearance. The minimum climb gradient for an obstacle is determined from the formula: (48D ) + HO G = D Where: G = Climb Gradient (ft/NM) HO= Height (ft) of obstacle above DER (ft) or HE as appropriate D = Distance (NM) from DER measured along the shortest distance within the primary area Example: Determine minimum climb gradient (G): EE 9,615' DER elevation -7,640' Height (HE) of equivalent obstruction above DER 1,975' 48D + HEG = (round to next higher 5-foot increment) D 48 3.513)+1975 (  = 610.2 = 615/NM 3.513 c. Specify the climb gradient to an altitude where a gradient greater than 200 ft/NM is no longer required. The climb gradient termination altitude(AT) may be determined by the formula: AT = 48D + EO (round to the next higher 100-foot increment) Where: EO = Obstacle Elevation (MSL) D = (as defined in paragraph 11b) Example: Minimum climb gradient termination altitude (AT):  AT = 48D + EE (round to the next higher 100-foot increment)   + 9615 = 9783.6 = 9800' MSL d. Multiple Climb Gradients. Where multiple climb gradients exist within a segment (e.g., due to multiple obstacle clearances, and/or as well as air traffic control requirements, or to meet en route MCA requirements), publish the highest computed climb gradient for that segment. 
e. Climb gradients based on an MCA or ATC requirements are calculated using flight track distance. Measurement is between DER and a point, for an altitude or WP/fix/NAVAID or between WP’s/NAVAIDS as required. 
 Example: Flight track distance: 12 NM altitude 8000’ elev DER -1200’  6800’ 6800 G == 566.66 round up to upper 20’ (580’ per NM) 12  G = climb gradient 13. CLIMB IN A HOLDING PATTERN. For a CIH apply the criteria in paragraph 293b, TERPS and paragraph 8, FAA Order 8260.38A. See appendix 1 figure 18. Determine the need for a climb-in-hold evaluation and the minimum holding altitude in a similar manner as stated in paragraph 277, TERPS. Minimum holding shall be an altitude where radar service can be provided or when joining an airway provides en route operations. 
14.   END OF DEPARTURE. The departure evaluation terminates at: 
 a. A WP/NAVAID not on an en route structure: (1) Where radar service can be provided. (2) Where a CIH evaluation is required to reach an altitude where radar service can be provided. 
b. An existing en route WP/fix/NAVAID from which the aircraft can continue en route operations. 
 SECTION 2. DIRECTIVE FEEDBACK INFORMATION 15. INFORMATION UPDATE. Forward for consideration any deficiencies found, clarification needed, or suggested improvements regarding the content of this order to: DOT/FAA ATTN: Flight Procedures Branch, AFS-440 P.O. Box 25082 Oklahoma City, OK 73125 a. Your Assistance is Welcome. FAA Form 1320-19, Directive Feedback Information, is included at the end of this order, for your convenience. If an interpretation is needed immediately, you may call the originating office for guidance. However, you should also use the FAA Form 1320-19 as a follow-up to the verbal conversation. b. Use the "Other Comments" block of this form to provide a complete explanation of why the suggested change is necessary. Director, Flight Standards Service William J. White Deputy Director, Flight Standards Service

s305040060 发表于 2011-9-7 12:53:52

下来看看

thunderland 发表于 2013-11-12 00:13:41

Thanks for sharing!

页: [1]

航空论坛_航空翻译_民航英语翻译_飞行翻译's Archiver

CIVIL UTILIZATION OF AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES