AIP航行情报汇编

帅哥

45.3.6 The inset in the lower right corner of FIG ENR 1.1-29, Traffic Information Service (TIS), Avionics Block Diagram, shows a possible TIS data block display. The following information is con- tained in this data block: 45.3.6.1 The intruder, located approximately four_o'clock, three miles, is a “proximate” aircraft and currently not a collision threat to the client aircraft. This is indicated by the diamond symbol used in this example. 45.3.6.2 The intruder ground track diverges to the right of the client aircraft, indicated by the small arrow. 45.3.6.3 The intruder altitude is 700 feet less than or below the client aircraft, indicated by the “-07” located under the symbol.

帅哥

45.3.6.4 The intruder is descending >500 fpm, indicated by the downward arrow next to the “-07” relative altitude information. The absence of this arrow when an altitude tag is present indicates level flight or a climb/descent rate less than 500 fpm. NOTE- If the intruder did not have an operating altitude encoder (Mode C), the altitude and altitude trend “tags” would have been omitted. 45.4 Limitations 45.4.1 TIS is NOT intended to be used as a collision avoidance system and does not relieve the pilot responsibility to “see and avoid” other aircraft (see paragraph 42.10, See and Avoid). TIS shall not be for avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. TIS provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. It is intended for use by aircraft in which TCAS is not required. No recommended avoidance maneuvers are provided for, nor authorized, as a direct result of a TIS intruder display or TIS alert.

帅哥

45.4.2 TIS does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. Since TIS does not respond to aircraft which are not transponder equipped, aircraft with a transponder failure, or aircraft out of radar coverage, TIS alone does not ensure safe separation in every case. 45.4.3 At this time, no air traffic service nor handling is predicated on the availability of TIS equipment in the aircraft. 45.4.4 While TIS is a useful aid to visual traffic avoidance, it has some system limitations that must be fully understood to ensure proper use. Many of these limitations are inherent in secondary radar surveillance. In other words, the information provided by TIS will be no better than that provided to ATC. Other limitations and anomalies are associated with the TIS predictive algorithm. 45.4.4.1 Intruder Display Limitations. TIS will only display aircraft with operating transponders 30 AUG 07 AIP ENR 1.1-71 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition installed. TIS relies on surveillance of the Mode S radar, which is a “secondary surveillance” radar similar to the ATCRBS described in paragraph_37.2, Air Traffic Control Radar Beacon System (ATCRBS). 45.4.4.2 TIS Client Altitude Reporting Require- ment. Altitude reporting is required by the TIS client aircraft in order to receive TIS. If the altitude encoder is inoperative or disabled, TIS will be unavailable, as TIS requests will not be honored by the ground system. As such, TIS requires altitude reporting to determine the Proximity Coverage Volume as indicated in FIG ENR 1.1-27. TIS users must be alert to altitude encoder malfunctions, as TIS has no mechanism to determine if client altitude reporting is correct. A failure of this nature will cause erroneous and possibly unpredictable TIS operation. If this malfunction is suspected, confirmation of altitude reporting with ATC is suggested. 45.4.4.3 Intruder Altitude Reporting. Intruders without altitude reporting capability will be dis- played without the accompanying altitude tag. Additionally, nonaltitude reporting intruders are assumed to be at the same altitude as the TIS client for alert computations. This helps to ensure that the pilot will be alerted to all traffic under radar coverage, but the actual altitude difference may be substantial. Therefore, visual acquisition may be difficult in this instance. 45.4.4.4 Coverage Limitations. Since TIS is pro- vided by ground-based, secondary surveillance radar, it is subject to all limitations of that radar. If an aircraft is not detected by the radar, it cannot be displayed on TIS. Examples of these limitations are as follows: 45.4.4.4.1 TIS will typically be provided within 55_NM of the radars depicted in FIG ENR 1.1-28, Terminal Mode S Radar Sites. This maximum range can vary by radar site and is always subject to “line of sight” limitations; the radar and data link signals will be blocked by obstructions, terrain, and curvature of the earth. 45.4.4.4.2 TIS will be unavailable at low altitudes in many areas of the country, particularly in mountain- ous regions. Also, when flying near the “floor” of radar coverage in a particular area, intruders below the client aircraft may not be detected by TIS. 45.4.4.4.3 TIS will be temporarily disrupted when flying directly over the radar site providing coverage if no adjacent site assumes the service. A ground-based radar, like a VOR or NDB, has a zenith cone, sometimes referred to as the cone of confusion or cone of silence. This is the area of ambiguity directly above the station where bearing information is unreliable. The zenith cone setting for TIS is 34_degrees: any aircraft above that angle with respect to the radar horizon will lose TIS coverage from that radar until it is below this 34 degree angle. The aircraft may not actually lose service in areas of multiple radar coverage since an adjacent radar will provide TIS. If no other TIS-capable radar is available, the “Good-bye” message will be received and TIS terminated until coverage is resumed. 45.4.4.5 Intermittent Operations. TIS operation may be intermittent during turns or other maneuver- ing, particularly if the transponder system does not include antenna diversity (antenna mounted on the top and bottom of the aircraft). As in subparagraph 45.4.4.4 above, TIS is dependent on two-way, “line of sight” communications between the aircraft and the Mode S radar. Whenever the structure of the client aircraft comes between the transponder antenna (usually located on the underside of the aircraft) and the ground-based radar antenna, the signal may be temporarily interrupted. 45.4.4.6 TIS Predictive Algorithm. TIS informa- tion is collected one radar scan prior to the scan during which the uplink occurs. Therefore, the surveillance information is approximately 5 seconds old. In order to present the intruders in a “real time” position, TIS uses a “predictive algorithm” in its tracking software. This algorithm uses track history data to extrapolate intruders to their expected positions consistent with the time of display in the cockpit. Occasionally, aircraft maneuvering will cause this algorithm to induce errors in the TIS display. These errors primarily affect relative bearing information; intruder distance and altitude will remain relatively accurate and may be used to assist in “see and avoid.” Some of the more common examples of these errors are as follows: 45.4.4.6.1 When client or intruder aircraft maneuver excessively or abruptly, the tracking algorithm will report incorrect horizontal position until the maneuvering aircraft stabilizes. 45.4.4.6.2 When a rapidly closing intruder is on a course that crosses the client at a shallow angle (either overtaking or head on) and either aircraft abruptly changes course within NM, TIS will display the 30 AUG 07 AIP ENR 1.1-72 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition intruder on the opposite side of the client than it actually is. These are relatively rare occurrences and will be corrected in a few radar scans once the course has stabilized. 45.4.4.7 Heading/Course Reference. Not all TIS aircraft installations will have onboard heading reference information. In these installations, aircraft course reference to the TIS display is provided by the Mode S radar. The radar only determines ground track information and has no indication of the client aircraft heading. In these installations, all intruder bearing information is referenced to ground track and does not account for wind correction. Additionally, since ground-based radar will require several scans to determine aircraft course following a course change, a lag in TIS display orientation (intruder aircraft bearing) will occur. As in subparagraph 45.4.4.6 above, intruder distance and altitude are still usable. 45.4.4.8 Closely-Spaced Intruder Errors. When operating more than 30 NM from the Mode S sensor, TIS forces any intruder within 3/8 NM of the TIS client to appear at the same horizontal position as the client aircraft. Without this feature, TIS could display intruders in a manner confusing to the pilot in critical situations (e.g., a closely-spaced intruder that is actually to the right of the client may appear on the TIS display to the left). At longer distances from the radar, TIS cannot accurately determine relative bearing/distance information on intruder aircraft that are in close proximity to the client. Because TIS uses a ground-based, rotating radar for surveillance information, the accuracy of TIS data is dependent on the distance from the sensor (radar) providing the service. This is much the same phenomenon as experienced with ground-based navigational aids, such as VOR or NDB. As distance from the radar increases, the accuracy of surveillance decreases. Since TIS does not inform the pilot of distance from the Mode S radar, the pilot must assume that any intruder appearing at the same position as the client aircraft may actually be up to 3/8 NM away in any direction. Consistent with the operation of TIS, an alert on the display (regardless of distance from the radar) should stimulate an outside visual scan, intruder acquisition, and traffic avoidance based on outside reference. 45.5 Reports of TIS Malfunctions 45.5.1 Users of TIS can render valuable assistance in the early correction of malfunctions by reporting their observations of undesirable performance. Reporters should identify the time of observation, location, type and identity of aircraft, and describe the condition observed; the type of transponder processor, and software in use can also be useful information. Since TIS performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in the following ways: 45.5.1.1 By radio or telephone to the nearest Flight Service Station (FSS) facility. 45.5.1.2 By FAA Form 8000-7, Safety Improve- ment Report, a postage-paid card designed for this purpose. These cards may be obtained at FAA FSSs, General Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Based Operations. 46. Automatic Dependent Surveillance- Broadcast (ADS-B) Services 46.1 Introduction 46.1.1 Automatic Dependent Surveillance-Broad- cast (ADS-B) is a surveillance technology being deployed in selected areas of the NAS (see FIG ENR 1.1-30). ADS-B broadcasts a radio transmission approximately once per second contain- ing the aircraft's position, velocity, identification, and other information. ADS-B can also receive reports from other suitably equipped aircraft within reception range. Additionally, these broadcasts can be received by Ground Based Transceivers (GBTs) and used to provide surveillance services, along with fleet operator monitoring of aircraft. No ground infrastructure is necessary for ADS-B equipped aircraft to detect each other. 46.1.2 In the U.S., two different data links have been adopted for use with ADS-B: 1090 MHz Extended Squitter (1090 ES) and the Universal Access Transceiver (UAT). The 1090 ES link is intended for aircraft that primarily operate at FL 180 and above, whereas the UAT link is intended for use by aircraft that primarily operate at 18,000 feet and below. From a pilot's standpoint, the two links operate similarly and support ADS-B and Traffic Information Service-Broadcast (TIS-B), see paragraph 45. The UAT link additionally supports Flight Information Services-Broadcast (FIS-B), subparagraph GEN 3.5, 7.4. 30 AUG 07 AIP ENR 1.1-73 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.1-30 ADS-B, TIS-B, and FIS-B: Broadcast Services Architecture 46.2 ADS-B Certification and Performance Requirements ADS-B equipment may be certified as an air-to-air system for enhancing situational awareness and as a surveillance source for air traffic services. Refer to the aircraft's flight manual supplement for the specific aircraft installation. 46.3 ADS-B Capabilities 46.3.1 ADS-B enables improved surveillance ser- vices, both air-to-air and air-to-ground, especially in areas where radar is ineffective due to terrain or where it is impractical or cost prohibitive. Initial NAS applications of air-to-air ADS-B are for “advisory,” use only, enhancing a pilot's visual acquisition of other nearby equipped aircraft either when airborne or on the airport surface. Additionally, ADS-B will enable ATC and fleet operators to monitor aircraft throughout the available ground station coverage area. Other applications of ADS-B may include enhanced search and rescue operations and advanced air-to-air applications such as spacing, sequencing, and merging. 46.3.2 ADS-B avionics typically allow pilots to enter the aircraft's call sign and Air Traffic Control (ATC)-assigned transponder code, which will be transmitted to other aircraft and ground receivers. Pilots are cautioned to use care when selecting and entering the aircraft's identification and transponder code. Some ADS-B avionics panels are not interconnected to the transponder. Therefore, it is extremely important to ensure that the transpond- er code is identical in the ADS-B and transponder panel. Additionally, UAT systems provide a VFR “privacy” mode switch position that may be used by pilots when not wanting to receive air traffic services. This feature will broadcast a “VFR” ID to other aircraft and ground receivers, similar to the “1200” transponder code. 46.3.3 ADS-B is intended to be used in-flight and on the airport surface. ADS-B systems should be turned “on” -- and remain “on” -- whenever operating in the air and on the airport surface, thus reducing the likelihood of runway incursions. Civil and military Mode A/C transponders and ADS-B systems should be adjusted to the “on” or normal 30 AUG 07 AIP ENR 1.1-74 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition operating position as soon as practical, unless the change to “standby” has been accomplished previously at the request of ATC. Mode S transponders should be left on whenever power is applied to the aircraft. 46.4 ATC Surveillance Services using ADS-B - Procedures and Recommended Phraseology - For_Use In Alaska Only Radar procedures, with the exceptions found in this paragraph, are identical to those procedures pre- scribed for radar in the AIP. 46.4.1 Preflight: If a request for ATC services is predicated on ADS-B and such services are anticipated when either a VFR or IFR flight plan is filed, the aircraft's “N” number or call-sign as filed in “Block 2” of the Flight Plan shall be entered in the ADS-B avionics as the aircraft's flight ID. 46.4.2 Inflight: When requesting ADS-B services while airborne, pilots should ensure that their ADS-B equipment is transmitting their aircraft's “N” number or call sign prior to contacting ATC. To accomplish this, the pilot must select the ADS-B “broadcast flight ID” function. NOTE- The broadcast “VFR” or “Standby” mode built into some ADS-B systems will not provide ATC with the appropriate aircraft identification information. This function should first be disabled before contacting ATC. 46.4.3 Aircraft with an Inoperative/Malfunctioning ADS-B Transmitter or in the Event of an Inoperative Ground Broadcast Transceiver (GBT). 46.4.3.1 ATC will inform the flight crew when the aircraft's ADS-B transmitter appears to be inopera- tive or malfunctioning: PHRASEOLOGY- YOUR ADS-B TRANSMITTER APPEARS TO BE INOPERATIVE/MALFUNCTIONING. STOP ADS-B TRANSMISSIONS. 46.4.3.2 ATC will inform the flight crew when the GBT transceiver becomes inoperative or malfunc- tioning, as follows: PHRASEOLOGY- (Name of facility) GROUND BASED TRANSCEIVER INOPERATIVE/MALFUNCTIONING. (And if appropriate) RADAR CONTACT LOST. NOTE- An inoperative or malfunctioning GBT may also cause a loss of ATC surveillance services. 46.4.3.3 ATC will inform the flight crew if it becomes necessary to turn off the aircraft's ADS-B transmitter. PHRASEOLOGY- STOP ADS-B TRANSMISSIONS. 46.4.3.4 Other malfunctions and considerations: Loss of automatic altitude reporting capabilities (encoder failure) will result in loss of ATC altitude advisory services. 46.5 ADS-B Limitations 46.5.1 The ADS-B cockpit display of traffic is NOT intended to be used as a collision avoidance system and does not relieve the pilot's responsibility to “see and avoid” other aircraft. (See paragraph 42.10, See and Avoid). ADS-B provides proximity warning only to assist the pilot in the visual acquisition of other aircraft. ADS-B shall not be used for avoidance maneuvers during IMC or other times when there is no visual contact with the intruder aircraft. ADS-B is intended only to assist in visual acquisition of other aircraft. No avoidance maneuvers are provided nor authorized, as a direct result of an ADS-B display or an ADS-B alert. 46.5.2 ADS-B does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. ADS-B only displays aircraft that are ADS-B equipped; therefore, aircraft that are not ADS-B equipped or aircraft that are experiencing an ADS-B failure will not be displayed. ADS-B alone does not ensure safe separation. 46.5.3 Presently, no air traffic services or handling is predicated on the availability of an ADS-B cockpit display. A “traffic-in-sight” reply to ATC must be based on seeing an aircraft out-the-window, NOT on the cockpit display. 46.5.4 Use of ADS-B radar services is limited to the service volume of the GBT. NOTE- The coverage volume of GBTs are limited to line-of-sight. 30 AUG 07 AIP ENR 1.1-75 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 46.6 Reports of ADS-B Malfunctions Users of ADS-B can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Reporters should identify the time of observation, location, type and identity of aircraft, and describe the condition observed; the type of avionics system and its software version in use should also be included. Since ADS-B performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in any one of the following ways: 46.6.1 By radio or telephone to the nearest Flight Service Station (FSS) facility. 46.6.2 By FAA Form 8000-7, Safety Improvement Report, a postage-paid card is designed for this purpose. These cards may be obtained from FAA FSSs, Flight Standards District Offices, and general aviation fixed-based operators. 46.6.3 By reporting the failure directly to the FAA Safe Flight 21 program at 1-877-FLYADSB or http://www.adsb.gov. 47. Traffic Information Service-Broadcast (TIS-B) 47.1 Introduction Traffic Information Service-Broadcast (TIS-B) is the broadcast of traffic information to ADS-B equipped aircraft from ADS-B ground stations. The source of this traffic information is derived from ground-based air traffic surveillance sensors, typically radar. TIS-B service is becoming available in selected locations where there are both adequate surveillance coverage from ground sensors and adequate broadcast coverage from Ground Based Transceivers (GBTs). The quality level of traffic information provided by TIS-B is dependent upon the number and type of ground sensors available as TIS-B sources and the timeliness of the reported data. 47.2 TIS-B Requirements In order to receive TIS-B service, the following conditions must exist: 47.2.1 The host aircraft must be equipped with a UAT ADS-B transmitter/receiver or transceiver, and a cockpit display of traffic information (CDTI). As the ground system evolves, the ADS-B data link may be either UAT or 1090 ES, or both. 47.2.2 The host aircraft must fly within the coverage volume of a compatible GBT that is configured for TIS-B uplinks. (Not all GBTs provide TIS-B due to a lack of radar coverage or because a radar feed is not available). 47.2.3 The target aircraft must be within the coverage of, and detected by, at least one of the ATC radars serving the GBT in use. 47.3 TIS-B Capabilities 47.3.1 TIS-B is the broadcast of traffic information to ADS-B equipped aircraft. The source of this traffic_information is derived from ground-based air_traffic radars. TIS-B is intended to provide ADS-B equipped aircraft with a more complete traffic picture in situations where not all nearby aircraft are equipped with ADS-B. The advisoryonly application will enhance a pilot's visual acquisition of other traffic. 47.3.2 Only transponder-equipped targets (i.e., Mode A/C or Mode S transponders) are detected. Current radar citing may result in limited radar surveillance coverage at lower altitudes near some general aviation airports, with subsequently limited TIS-B service volume coverage. If there is no radar coverage in a given area, then there will be no TIS-B coverage in that area. 47.4 TIS-B Limitations 47.4.1 TIS-B is NOT intended to be used as a collision avoidance system and does not relieve the pilot's responsibility to “see and avoid” other aircraft. (See paragraph 42.10, See and Avoid). TIS-B provides traffic information to assist the pilot in the visual acquisition of other aircraft. TIS-B shall not be used for avoidance maneuvers during times when there is no visual contact with the intruder aircraft. TIS-B is intended only to assist in the visual acquisition of other aircraft. No avoidance maneu- vers are provided for nor authorized as a direct result of a TIS-B display or TIS-B alert. 47.4.2 TIS-B does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. TIS-B only displays aircraft with a function- ing transponder; therefore, aircraft that are not transponder equipped, or aircraft that are experienc- ing a transponder failure, or aircraft out of radar coverage will not be displayed. TIS-B alone does not ensure safe separation. 30 AUG 07 AIP ENR 1.1-76 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 47.4.3 Presently, no air traffic services or handling is predicated on the availability of TIS-B equipment in aircraft. A “traffic-in-sight” reply to ATC must be based on seeing an aircraft out-the-window, NOT on the cockpit display. 47.4.4 While TIS-B is a useful aid to visual traffic avoidance, its inherent system limitations must be understood to ensure proper use. 47.4.4.1 A pilot may receive an intermittent TIS-B target of themselves, typically when maneuvering (e.g., climbing turn) due to the radar not tracking the aircraft as quickly as ADS-B. 47.4.4.2 The ADS-B-to-radar association process within the ground system may at times have difficulty correlating an ADS-B report with corresponding radar returns from the same aircraft. When this happens the pilot will see duplicate traffic symbols (i.e., “TIS-B shadows”) on the cockpit display. 47.4.4.3 Updates of TIS-B traffic reports will occur less often than ADS-B traffic updates. (TIS-B position updates will occur approximately once every_3-13 seconds depending on the radar cover- age. In comparison, the update rate for ADS-B is nominally once per second). 47.4.4.4 The TIS-B system only detects and uplinks data pertaining to transponder equipped aircraft. Aircraft without a transponder will not be displayed as a TIS-B target. 47.4.4.5 There is no indication provided when any aircraft is operating inside (or outside) the TIS-B service volume, therefore it is difficult to know if one is receiving uplinked TIS-B traffic information. Assume that not all aircraft are displayed as TIS-B targets. 47.4.5 Pilots and operators are reminded that the airborne equipment that displays TIS-B targets is for pilot situational awareness only and is not approved as a collision avoidance tool. Unless there is an imminent emergency requiring immediate action, any deviation from an air traffic control clearance based on TIS-B displayed cockpit information must be approved beforehand by the controlling ATC facility prior to commencing the maneuver. Unco- ordinated deviations may place an aircraft in close proximity to other aircraft under ATC control not seen on the airborne equipment, and may result in a pilot deviation. 47.5 Reports of TIS-B Malfunctions Users of TIS-B can provide valuable assistance in the correction of malfunctions by reporting instances of undesirable system performance. Reporters should identify the time of observation, location, type and identity of the aircraft, and describe the condition observed; the type of avionics system and its software version used. Since TIS-B performance is monitored by maintenance personnel rather than ATC, it is suggested that malfunctions be reported in any one of the following ways: 47.5.1 By radio or telephone to the nearest Flight Service Station (FSS) facility. 47.5.2 By FAA Form 8000-7, Safety Improvement Report, a postage-paid card is designed for this purpose. These cards may be obtained from FAA FSSs, Flight Standards District Offices, and general aviation fixed-based operators. 47.5.3 By reporting the failure directly to the FAA Safe Flight 21 program at 1-877-FLYADSB or http://www.adsb.gov. 30 AUG 07 AIP ENR 1.2-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 1.2 Visual Flight Rules See ENR 1.1, ENR 1.4, and ENR 1.10. AIP ENR 1.3-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 1.3 Instrument Flight Rules See ENR 1.1, ENR 1.4, and ENR 1.10. AIP ENR 1.4-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 1.4 ATS Airspace Classification 1. General 1.1 There are two categories of airspace or airspace areas: 1.1.1 Regulatory (Class A, B, C, D, and E airspace areas, restricted and prohibited areas). 1.1.2 Nonregulatory (military operations areas (MOAs), warning areas, alert areas, and controlled firing areas). NOTE- Additional information on special use airspace (prohibited areas, restricted areas, warning areas, MOAs, alert areas, and controlled firing areas) may be found in Section_ENR 5.1, Prohibited, Restricted and Other Areas, paragraph 1 and Section ENR 5.2, Military Exercise and Training Areas, paragraphs 1 through 3. 1.2 Within these two categories, there are four types: 1.2.1 Controlled. 1.2.2 Uncontrolled. 1.2.3 Special use. 1.2.4 Other airspace. 1.3 The categories and types of airspace are dictated by: 1.3.1 The complexity or density of aircraft movements. 1.3.2 The nature of the operations conducted within the airspace. 1.3.3 The level of safety required. 1.3.4 The national and public interest. 1.4 It is important that pilots be familiar with the operational requirements for each of the various types or classes of airspace. Subsequent sections will cover each class in sufficient detail to facilitate understanding. 1.5 General Dimensions of Airspace Segments 1.5.1 Refer to Title 14 of the U.S. Code of Federal Regulations (14 CFR) for specific dimensions, exceptions, geographical areas covered, exclusions, specific transponder or equipment requirements, and flight operations. REFERENCE- See GEN 1.7, Annex 2, for U.S. Differences From ICAO Standards, Recommended Practices and Procedures. 1.6 Hierarchy of Overlapping Airspace Designations_ 1.6.1 When overlapping airspace designations apply to the same airspace, the operating rules associated with the more restrictive airspace designation apply. 1.6.2 For the purpose of clarification: 1.6.2.1 Class A airspace is more restrictive than Class_B, Class C, Class D, Class E, or Class G airspace. 1.6.2.2 Class B airspace is more restrictive than Class_C, Class D, Class E, or Class G airspace. 1.6.2.3 Class C airspace is more restrictive than Class_D, Class E, or Class G airspace. 1.6.2.4 Class D airspace is more restrictive than Class_E or Class G airspace. 1.6.2.5 Class E is more restrictive than Class G airspace. 1.7 Basic VFR Weather Minimums 1.7.1 No person may operate an aircraft under basic VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude and class of airspace. (See TBL ENR 1.4-1.) NOTE- Student pilots must comply with 14 CFR Section_61.89(A) (6) and (7). 1.7.2 Except as provided in 14 CFR Section_91.157, Special VFR Minimums, no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet. (See 14 CFR Section 91.155(c).) 1.8 VFR Cruising Altitudes and Flight Levels (See TBL ENR 1.4-2.) AIP ENR 1.4-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition TBL ENR 1.4-1 Basic VFR Weather Minimums Airspace Flight Visibility Distance from Clouds Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Not Applicable Not Applicable Class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles Clear of Clouds Class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal Class D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal Class E Less than 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal At or above 10,000 feet MSL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 statute miles 1,000 feet below 1,000 feet above 1 statute mile horizontal Class G 1,200 feet or less above the surface (regardless of MSL altitude). Day, except as provided in 14 CFR Section 91.155(b) . . . . . . . . 1 statute mile Clear of clouds Night, except as provided in 14 CFR Section 91.155(b) . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal More than 1,200 feet above the surface but less than 10,000 feet MSL. Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 statute mile 500 feet below 1,000 feet above 2,000 feet horizontal Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 statute miles 500 feet below 1,000 feet above 2,000 feet horizontal More than 1,200 feet above the surface and at or above 10,000 feet MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 statute miles 1,000 feet below 1,000 feet above 1 statute mile horizontal TBL ENR 1.4-2 VFR Cruising Altitudes and Flight Levels If your magnetic course (ground track) is: And you are more than 3,000 feet above the surface but below 18,000 feet MSL, fly: And you are above 18,000 feet MSL to FL 290, fly: 0 to 179 . . . . . . . . . . . . . . . Odd thousands MSL, plus 500 feet (3,500; 5,500; 7,500, etc.) Odd Flight Levels plus 500 feet (FL 195; FL 215; FL 235, etc.) 180 to 359 . . . . . . . . . . . . . Even thousands MSL, plus 500 feet (4,500; 6,500; 8,500, etc.) Even Flight Levels plus 500 feet (FL 185; FL 205; FL 225, etc.) AIP ENR 1.4-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2. Controlled Airspace 2.1 General 2.1.1 Controlled Airspace. A generic term that covers the different classification of airspace (Class_A, Class_B, Class C, Class D, and Class E airspace) and defined dimensions within which air_traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification. (See TBL ENR 1.4-3 for Airspace Classes). Airspace classes are pronounced in the ICAO phonetics for clarification. The term “class” may be dropped when referring to airspace in pilot/controller communications. 2.1.2 IFR Requirements. IFR operations in any class of controlled airspace requires that a pilot must file an IFR flight plan and receive an appropriate ATC clearance. 2.1.3 IFR Separation. Standard IFR separation is provided to all aircraft operating under IFR in controlled airspace. 2.1.4 VFR Requirements. It is the responsibility of the pilot to insure that ATC clearance or radio communication requirements are met prior to entry into Class B, Class C, or Class D airspace. The pilot retains this responsibility when receiving ATC radar advisories. (See 14 CFR Part 91.) REFERENCE14 CFR Part 91. 2.1.5 Traffic Advisories._Traffic advisories will be provided to all aircraft as the controller's work situation permits. 2.1.6 Safety Alerts. Safety Alerts are mandatory services and are provided to ALL aircraft. There are two types of Safety Alerts, Terrain/Obstruction Alert and Aircraft Conflict/Mode Intruder Alert. 2.1.6.1 Terrain/Obstruction Alert. A Terrain/Ob- struction Alert is issued when, in the controller's judgment, an aircraft's altitude places it in unsafe proximity to terrain and/or obstructions. TBL ENR 1.4-3 Airspace Classes MSL - mean sea level AGL - above ground level FL - flight level CLASS CLASS C CLASS E CLASS D CLASS G CLASS G CLASS G Airport Nontowered FL 600 18,000 MSL 14,500 MSL 1,200 AGL 700 AGL CLASS A AIP ENR 1.4-4 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2.1.6.2 Aircraft Conflict/Mode C Intruder Alert. An Aircraft Conflict/Mode C Intruder Alert is issued if the controller observes another aircraft which places it in an unsafe proximity. When feasible, the controller will offer the pilot an alternative course of action. 2.1.7 Ultralight Vehicles. No person may operate an ultralight vehicle within Class A, Class B, Class_C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from the ATC facility having jurisdiction over that airspace. (See 14 CFR Part 103.) 2.1.8 Unmanned Free Balloons. Unless otherwise authorized by ATC, no person may operate an unmanned free balloon below 2,000 feet above the surface within the lateral boundaries of Class B, Class_C, Class_D, or Class E airspace designated for an airport. (See 14 CFR Part 101.) 2.1.9 Parachute Jumps. No person may make a parachute jump, and no pilot in command may allow a parachute jump to be made from that aircraft, in or into Class_A, Class B, Class C, or Class D airspace without, or in violation of, the terms of an ATC authorization issued by the ATC facility having jurisdiction over the airspace. (See 14 CFR Part 105.) 2.2 Class A Airspace 2.2.1 Definition. Generally, that airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12_nautical miles of the coast of the 48 contiguous States and Alaska; and designated international airspace beyond 12 nautical miles of the coast of the 48 contiguous States and Alaska within areas of domestic radio navigational signal or ATC radar coverage, and within which domestic procedures are applied. 2.2.2 Operating Rules and Pilot/Equipment Requirements. Unless otherwise authorized, all persons must operate their aircraft under IFR. REFERENCE14 CFR Section 71.33 and Sections 91.167 through 91.193. 2.2.3 Charts. Class A airspace is not specifically charted. 2.3 Class B Airspace 2.3.1 Definition. Generally, that airspace from the surface to 10,000 feet MSL surrounding the nation's busiest airports in terms of IFR operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. The cloud clearance requirement for VFR operations is “clear of clouds.” 2.3.2 Operating Rules and Pilot/Equipment Requirements for VFR Operations. Regardless of weather conditions, an ATC clearance is required prior to operating within Class B airspace. Pilots should not request a clearance to operate within Class_B airspace unless the requirements of 14 CFR Section_91.215 and Section_91.131 are met. Included among these requirements are: 2.3.2.1 Unless otherwise authorized by ATC, aircraft must be equipped with an operable two-way radio capable of communicating with ATC on appropriate frequencies for that Class B airspace. 2.3.2.2 No person may take off or land a civil aircraft at the following primary airports within Class B airspace unless the pilot in command holds at least a private pilot certificate: a) Andrews Air Force Base, MD. b) Atlanta Hartsfield Airport, GA. c) Boston Logan Airport, MA. d) Chicago O'Hare Intl. Airport, IL. e) Dallas/Fort Worth Intl. Airport, TX. f) Los Angeles Intl. Airport, CA. g) Miami Intl. Airport, FL. h) Newark Intl. Airport, NJ. i) New York Kennedy Airport, NY. j) New York La Guardia Airport, NY. k) Ronald Reagan Washington National Airport, DC. l) San Francisco Intl. Airport, CA. AIP ENR 1.4-5 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2.3.2.3 No person may take off or land a civil aircraft at an airport within Class B airspace or operate a civil aircraft within Class B airspace unless: a) The pilot in command holds at least a private pilot certificate; or, b) The aircraft is operated by a student pilot or recreational pilot who seeks private pilot certification and has met the requirements of 14 CFR Section_61.95. 2.3.2.4 Unless otherwise authorized by ATC, each person operating a large turbine engine-powered airplane to or from a primary airport shall operate at or above the designated floors while within the lateral limits of Class_B airspace. 2.3.2.5 Unless otherwise authorized by ATC, each aircraft must be equipped as follows: a) For IFR operations, an operable VOR or TACAN receiver. b) For all operations, a two-way radio capable of communications with ATC on appropriate frequen- cies for that area. c) Unless otherwise authorized by ATC, an operable radar beacon transponder with automatic altitude reporting equipment. NOTE- ATC may, upon notification, immediately authorize deviations from the altitude reporting equipment requirement; however, a request for deviation from the 4096 transponder equipment requirement must be submitted to the controlling ATC facility at least one hour before the proposed operation. (See ENR 1.1, paragraph_37.7, Transponder Operation). 2.3.2.6 Mode C Veil a) The airspace within 30 nautical miles of an airport listed in Appendix D, Section 1 of 14 CFR Part_91 (generally primary airports within Class B airspace areas), from the surface upward to 10,000_feet mean seal level (MSL). Unless otherwise authorized by air traffic control, aircraft operating within this airspace must be equipped with automatic pressure altitude reporting equipment having Mode C capability. b) However, aircraft that was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with a system installed, may conduct operations within a Mode C veil provided the aircraft remains outside Class A, B, or C airspace; and below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000 feet MSL, whichever is lower. 2.3.3 Charts. Class B airspace is charted on Sectional Charts, IFR En Route Low Altitude Charts, and Terminal Area Charts. 2.3.4 Flight Procedures 2.3.4.1 Flights. Aircraft within Class B airspace are required to operate in accordance with current IFR procedures. A clearance for a visual approach to a primary airport is not authorization for turbine powered airplanes to operate below the designated floors of the Class B airspace. 2.3.4.2 VFR Flights a) Arriving aircraft must obtain an ATC clearance prior to entering Class B airspace and must contact ATC on the appropriate frequency, and in relation to geographical fixes shown on local charts. Although a pilot may be operating beneath the floor of the Class_B airspace on initial contact, communications with ATC should be established in relation to the points indicated for spacing and sequencing purposes. b) Departing aircraft require a clearance to depart Class B airspace and should advise the clearance delivery position of their intended altitude and route of flight. ATC will normally advise VFR aircraft when leaving the geographical limits of the Class B airspace. Radar service is not automatically termi- nated with this advisory unless specifically stated by the controller. c) Aircraft not landing or departing the primary airport may obtain an ATC clearance to transit the Class_B airspace when traffic conditions permit and provided the requirements of 14 CFR Section 91.131 are met. Such VFR aircraft are encouraged, to the extent possible, to operate at altitudes above or below the Class B airspace or transit through established VFR corridors. Pilots operating in VFR corridors are urged to use frequency 122.750 MHz for the exchange of aircraft position information. 2.3.5 ATC Clearances and Separation. An ATC clearance is required to enter and operate within Class_B airspace. VFR pilots are provided sequenc- ing and separation from other aircraft while operating AIP ENR 1.4-6 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition within Class B airspace. (See ENR 1.1, paragraph 39, Terminal Radar Service for VFR Aircraft.) NOTE- 1. Separation and sequencing of VFR will be suspended in the event of a power outage as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information, and the time or place to contact the tower. 2. Separation of VFR aircraft will be suspended during Center Radar Presentation (CENRAP) Operations. Traffic advisories and sequencing to the primary airport will be provided on a workload permitting basis. The pilot will be advised when CENRAP is in use. 2.3.5.1 VFR aircraft are separated from all VFR/IFR aircraft which weigh 19,000 pounds or less by a minimum of: a) Target resolution; or b) 500 feet vertical separation; or c) Visual separation. 2.3.5.2 VFR aircraft are separated from all VFR/IFR aircraft which weigh more than 19,000 and turbojets by no less than: a) 1 1 /2 miles lateral separation; or b) 500 feet vertical separation; or c) Visual separation. 2.3.5.3 This program is not to be interpreted as relieving pilots of their responsibilities to see and avoid other traffic operating in basic VFR weather conditions, to adjust their operations and flight path as necessary to preclude serious wake encounters, to maintain appropriate terrain and obstruction clear- ance, or to remain in weather conditions equal to or better than the minimums required by 14 CFR Section 91.155. Approach control should be advised and a revised clearance or instruction obtained when compliance with an assigned route, heading, and/or altitude is likely to compromise pilot responsibility with respect to terrain and obstruction clearance, vortex exposure, and weather minimums. 2.3.5.4 ATC may assign altitudes to VFR aircraft that do not conform to 14 CFR Section 91.159. “RESUME APPROPRIATE VFR ALTITUDES” will be broadcast when the altitude assignment is no longer needed for separation or when leaving Class B airspace. Pilots must return to an altitude that conforms to 14 CFR Section_91.159. 2.3.5.5 Proximity Operations. VFR aircraft oper- ating in proximity to Class B airspace are cautioned against operating too closely to the boundaries, especially where the floor of the Class_B airspace is 3,000 feet or less above the surface or where VFR cruise altitudes are at or near the floor of higher levels. Observance of this precaution will reduce the potential for encountering an aircraft operating at the altitudes of Class B floors. Additionally, VFR aircraft are encouraged to utilize the VFR Planning Chart as a tool for planning flight in proximity to Class B airspace. Charted VFR Flyway Planning charts are published on the back of the existing VFR Terminal Area Charts. 2.4 Class C Airspace 2.4.1 Definition. Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C airspace area is individually tailored, the airspace usually consists of a surface area with a 5 NM radius, and an outer area with a 10 NM radius that extends no lower than 1,200_feet up to 4,000 feet above the airport elevation. 2.4.2 Outer Area. Class C airspace areas have a procedural (nonregulatory) Outer Area. Normally this area is 20 NM from the primary Class C airspace airport. Its vertical limit extends from the lower limits of radio/radar coverage up to the ceiling of the approach control's delegated airspace, excluding the Class C airspace itself, and other airspace as appropriate. (This outer area is not charted.) 2.4.3 Charts. Class C airspace is charted on Sectional Charts, IFR En Route Low Altitude, and Terminal Area Charts where appropriate. 2.4.4 Operating Rules and Pilot Equipment Requirements 2.4.4.1 Pilot Certification. No specific certifica- tion required. AIP ENR 1.4-7 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2.4.4.2 Equipment a) Two-way radio. b) Unless otherwise authorized by ATC, an operable radar beacon transponder with automatic altitude reporting equipment. NOTE- See Section ENR 1.1, paragraph 37.7, Transponder Operation, subparagraph 37.7.6 for Mode C Transponder Requirements for operating above Class C airspace. c) Arrival or Through Flight Entry Require- ments. Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and thereafter maintain those communications while in Class C airspace. Pilots of arriving aircraft should contact the Class C airspace ATC facility on the publicized frequency and give their position, altitude, radar beacon code, destina- tion, and request Class C service. Radio contact should be initiated far enough from the Class C airspace boundary to preclude entering Class C airspace before two-way radio communications are established. NOTE- 1. If the controller responds to a radio call with, “(aircraft callsign) standby,” radio communications have been established and the pilot can enter the Class_C airspace. 2. If workload or traffic conditions prevent immediate provision of Class C services, the controller will inform the pilot to remain outside the Class C airspace until conditions permit the services to be provided. 3. It is important to understand that if the controller responds to the initial radio call without using the aircraft identification, radio communications have not been established and the pilot may not enter the Class_C airspace. EXAMPLE- 1. [Aircraft callsign] “remain outside the Class_Charlie airspace and standby.” 2. “Aircraft calling Dulles approach control, standby.” d) Departures from: 1) A primary or satellite airport with an operating control tower. Two-way radio communica- tions must be established and maintained with the control tower, and thereafter as instructed by ATC while operating in Class C airspace. 2) A satellite airport without an operating control tower. Two-way radio communications must be established as soon as practicable after departing with the ATC facility having jurisdiction over the Class C airspace. e) Aircraft Speed. Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4_nautical miles of the primary airport of a Class C airspace area at an indicated airspeed of more than 200 knots (230 mph). 2.4.5 Air Traffic Services. When two-way radio communications and radar contact are established, all participating VFR aircraft are: 2.4.5.1 Sequenced to the primary airport. 2.4.5.2 Provided Class C services within the Class_C airspace and the Outer Area. 2.4.5.3 Provided basic radar services beyond the outer area on a workload permitting basis. This can be terminated by the controller if workload dictates. 2.4.6 Aircraft Separation. Separation is provided within the Class C airspace and the Outer Area after two-way radio communications and radar contact are established. VFR aircraft are separated from IFR aircraft within the Class C airspace by any of the following: 2.4.6.1 Visual separation. 2.4.6.2 500 feet vertical; except when operating beneath a heavy jet. 2.4.6.3 Target resolution. NOTE- 1. Separation and sequencing of VFR aircraft will be suspended in the event of a radar outage as this service is dependent on radar. The pilot will be advised that the service is not available and issued wind, runway information, and the time or place to contact the tower. 2. Separation of VFR aircraft will be suspended during CENRAP operations. Traffic advisories and sequencing to the primary airport will be provided on workload permitting basis. The pilot will be advised when CENRAP is in use. 3. Pilot participation is voluntary within the outer area and can be discontinued within the outer area at the pilots request. Class C services will be provided in the outer area unless the pilot requests termination of the service. AIP ENR 1.4-8 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 4. Some facilities provide Class C services only during published hours. At other times, terminal IFR radar service will be provided. It is important to note that the communications requirements for entry into the airspace and transponder Mode C requirements are in effect at all times. 2.4.7 Secondary Airports 2.4.7.1 In some locations, Class C airspace may overlie the Class D surface area of a secondary airport. In order to allow that control tower to provide service to aircraft, portions of the overlapping Class_C airspace may be procedurally excluded when the secondary airport tower is in operation. Aircraft operating in these procedurally excluded areas will only be provided airport traffic control services when in communication with the secondary airport tower. 2.4.7.2 Aircraft proceeding inbound to a satellite airport will be terminated at a sufficient distance to allow time to change to the appropriate tower or advisory frequency. Class C services to these aircraft will be discontinued when the aircraft is instructed to contact the tower or change to advisory frequency. 2.4.7.3 Aircraft departing secondary controlled airports will not receive Class C services until they have been radar identified and two-way communica- tions have been established with the Class C airspace facility.

帅哥

2.4.7.4 This program is not to be interpreted as relieving pilots of their responsibilities to see and avoid other traffic operating in basic VFR weather conditions, to adjust their operations and flight path as necessary to preclude serious wake encounters, to maintain appropriate terrain and obstruction clear- ance, or to remain in weather conditions equal to or better than the minimums required by 14 CFR Section 91.155. Approach control should be advised and a revised clearance or instruction obtained when compliance with an assigned route, heading, and/or altitude is likely to compromise pilot responsibility with respect to terrain and obstruction clearance, vortex exposure, and weather minimums. 2.5 Class D Airspace 2.5.1 Definition. Generally, that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures.

帅哥

2.5.2 Operating Rules and Pilot Equipment Requirements 2.5.2.1 Pilot Certification. No specific certifica- tion required. 2.5.2.2 Equipment. Unless otherwise authorized by ATC, an operable two-way radio is required. 2.5.2.3 Arrival or Through Flight Entry Require- ments. Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and thereafter maintain those communications while in the Class D airspace. Pilots of arriving aircraft should contact the control tower on the publicized frequency and give their position, altitude, destination, and any request(s). Radio contact should be initiated far enough from the Class_D airspace boundary to preclude entering the Class D airspace before two-way radio communica- tions are established.

帅哥

NOTE- 1. If the controller responds to a radio call with, “(aircraft callsign) standby,” radio communications have been established, and the pilot can enter the Class_D airspace. 2. If workload or traffic conditions prevent immediate entry into Class D airspace, the controller will inform the pilot to remain outside the Class D airspace until conditions permit entry. EXAMPLE- 1. “[Aircraft callsign] remain outside the Class Delta airspace and standby.” It is important to understand that if the controller responds to the initial radio call without using the aircraft callsign, radio communications have not been established, and the pilot may not enter the Class D airspace. 2. “Aircraft calling Manassas tower standby.” At those airports where the control tower does not operate 24 hours a day, the operating hours of the tower will be listed on the appropriate charts and in the A/FD. During the hours the tower is not in operation, the Class E surface area rules or a combination of Class E rules to 700 feet above ground level and Class G rules to the surface will become applicable. Check the A/FD for specifics. AIP ENR 1.4-9 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2.5.2.4_Departures From: a)_A primary or satellite airport with an operating control tower. Two-way radio communications must be established and maintained with the control tower, and thereafter as instructed by ATC while operating in the Class D airspace. b)_A satellite airport without an operating control tower. Two-way radio communications must be established with the ATC facility having jurisdiction over the Class D airspace as soon as practicable after departing. 2.5.2.5_Aircraft Speed._Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class D airspace area at an indicated airspeed of more than 200 knots (230 mph). 2.5.3_Class D airspace areas are depicted on Sectional and Terminal charts with blue segmented lines, and on IFR En Route Low Altitude charts with a boxed [D]. 2.5.4_Arrival extensions for instrument approach procedures may be Class D or Class E airspace. As a general rule, if all extensions are 2 miles or less, they remain part of the Class D surface area. However, if any one extension is greater than 2 miles, then all extensions become Class E. 2.5.5_Separation for VFR Aircraft._No separation services are provided to VFR aircraft. 2.6_Class E Airspace 2.6.1_Definition._Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is controlled airspace, it is Class E airspace. 2.6.2_Operating Rules and Pilot/Equipment Requirements. 2.6.2.1_Pilot Certification._No specific certification required. 2.6.2.2_Equipment._No specific equipment required by the airspace. 2.6.2.3_Arrival or Through Flight Entry Requirements. No specific requirements. 2.6.3_Charts._Class E airspace below 14,500 feet MSL is charted on Sectional, Terminal, and IFR Enroute Low Altitude charts. 2.6.4_Vertical limits._Except for 18,000 feet MSL, Class E airspace has no defined vertical limit but rather it extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. 2.6.5_Types of Class E Airspace 2.6.5.1_Surface Area Designated for an Airport. When designated as a surface area for an airport, the airspace will be configured to contain all instrument procedures. 2.6.5.2_Extension to a Surface Area._There are Class E airspace areas that serve as extensions to Class B, Class_C, and Class D surface areas designated for an airport. Such airspace provides controlled airspace to contain standard instrument approach procedures without imposing a communications requirement on pilots operating under VFR. 2.6.5.3_Airspace Used For Transition._There are Class E airspace areas beginning at either 700 or 1,200 feet AGL used to transition to/from the terminal or en route environment. 2.6.5.4_En Route Domestic Areas._There are Class_E airspace areas that extend upward from a specified altitude and are en route domestic airspace areas that provide controlled airspace in those areas where there is a requirement to provide IFR en route ATC services, but the Federal airway system is inadequate. 2.6.5.5_Federal Airways._The Federal airways are Class_E airspace areas and, unless otherwise specified, extend upward from 1,200 feet to, but not including, 18,000 feet MSL. The colored airways are Green, Red, Amber, and Blue. The VOR airways are classified as Domestic, Alaskan, and Hawaiian. 2.6.5.6_Offshore Airspace Areas._There are Class_E airspace areas that extend upward from a specified altitude to, but not including, 18,000 feet MSL and are designated as offshore airspace areas. These areas provide controlled airspace beyond 12_nautical miles from the coast of the U.S. in those areas where there is a requirement to provide IFR en route ATC services and within which the U.S. is applying domestic procedures. 2.6.5.7_Unless designated at a lower altitude, Class_E airspace begins at 14,500 feet MSL to, but not including 18,000 feet MSL overlying the 48_contiguous States including the waters within 12_nautical miles of the coast of the 48 contiguous AIP ENR 1.4-10 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition States, the District of Columbia, Alaska, including waters within 12 nautical miles of the coast of Alaska, and that airspace above FL_600; excluding the Alaska peninsula west of longitude 160°00’00"W; and the airspace less than 1,500 feet above the surface of the earth unless specifically so designated. 2.6.6_Separation for VFR Aircraft. No separation services are provided to VFR aircraft. 3. Class G Airspace 3.1_General Class G airspace (uncontrolled) is that portion of airspace that has not been designated as Class A, Class_B, Class C, Class D, or Class E airspace. 3.2_VFR Requirements Rules governing VFR flight have been adopted to assist the pilot in meeting his/her responsibility to see and avoid other aircraft. Minimum flight visibility and distance from clouds required for VFR flight are contained in 14 CFR Section_91.155. (See TBL ENR 1.4-1 for a tabular presentation of these rules). 3.3_IFR Requirements 3.3.1_Title 14 CFR specifies the pilot and aircraft equipment requirements for IFR flight. Pilots are reminded that in addition to altitude or flight level requirements, 14 CFR Section 91.177 includes a requirement to remain at least 1,000 feet (2,000 feet in designated mountainous terrain) above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown. 3.3.2_IFR Altitudes. (See TBL ENR 1.4-4.) 4. Other Airspace Areas 4.1_Airport Advisory/Information Services 4.1.1_There are three advisory type services available at selected airports. Airports offering these services are listed in the A/FD and the published service hours may be changed by NOTAM D. 4.1.1.1_Local Airport Advisory (LAA) service is operated within 10 statute miles of an airport where a control tower is not operating but where a FSS is located on the airport. At such locations, the FSS provides a complete local airport advisory service to arriving and departing aircraft. During periods of fast changing weather the FSS will automatically provide Final Guard as part of the service from the time the aircraft reports _on-final" or _taking-the-active- runway" until the aircraft reports _on-the-ground" or _airborne." NOTE- Current FAA policy, when requesting remote ATC services, requires that a pilot monitor the automated weather broadcast at the landing airport prior to requesting ATC services. The FSS automatically provides Final Guard, when appropriate, during LAA/Remote Airport Advisory (RAA) operations. Final Guard is a value added wind/altimeter monitoring service, which provides an automatic wind and altimeter check during active weather situations when the pilot reports on-final or taking the active runway. During the landing or take-off operation when the winds or altimeter are actively changing the FSS will blind broadcast significant changes when the specialist believes the change might affect the operation. Pilots should acknowledge the first wind/altimeter check but due to cockpit activity no acknowledgement is expected for the blind broadcasts. It is prudent for a pilot to report on-the-ground or airborne to end the service. TBL ENR 1.4-4 IFR Altitudes Class G Airspace If your magnetic course (ground track) is: And you are below 18,000 feet MSL, fly: 0_ to 179_ Odd thousands MSL, (3,000; 5,000; 7,000, etc.) 180_ to 359_ Even thousands MSL, (2,000; 4,000; 6,000, etc.) AIP ENR 1.4-11 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 4.1.1.2_RAA service is operated within 10 statute miles of specified high activity GA airports where a control tower is not operating. Final Guard is automatically provided with RAA. 4.1.1.3_Remote Airport Information Service (RAIS) is provided in support of short term special events like small to medium fly-ins. The service is advertised by NOTAM D only. The FSS will not have access to a continuous readout of the current winds and altimeter; therefore, RAIS does not include weather and/or Final Guard service. However, known traffic, special event instructions, and all other services are provided. NOTE- The airport authority and/or manager should request RAIS support on official letterhead directly with the manager of the FSS that will provide the service at least 60 days in advance. Approval authority rests with the FSS manager and is based on workload and resource availability. REFERENCE- See GEN 3.3, Air Traffic Services, paragraph 9.2, Traffic Advisory Practices at Airports Without Operating Control Towers. 4.1.1.4_It is not mandatory that pilots participate in the Airport Advisory programs. Participation enhances safety for everyone operating around busy GA airports; therefore, everyone is encouraged to participate and provide feedback that will help improve the program. 4.2_Published VFR Routes. Published VFR routes for transitioning around, under, and through complex airspace such as Class B airspace were developed through a number of FAA and industry initiatives. All of the following terms; i.e., _VFR Flyway," _VFR Corridor," _Class B Airspace VFR Transition Route," and _Terminal Area VFR Route" have been used when referring to the same or different types of routes or airspace. The following paragraphs identify and clarify the functionality of each type of route, and specify where and when an ATC clearance is required. 4.2.1_VFR Flyways 4.2.1.1_VFR Flyways and their associated Flyway Planning charts were developed from the recommendations of a National Airspace Review Task Group. A VFR Flyway is defined as a general flight path not defined as a specific course, for use by pilots in planning flights into, out of, through, or near complex terminal airspace to avoid Class B airspace. An ATC clearance is NOT required to fly these routes. 4.2.1.2_VFR Flyways are depicted on the reverse side of some of the VFR Terminal Area Charts (TACs), commonly referred to as Class B airspace charts. Eventually all TACs will include a VFR Flyway Planning Chart. These charts identify VFR flyways designed to help VFR pilots avoid major controlled traffic flows. They may further depict multiple VFR routings throughout the area which may be used as an alternative to flight within Class B airspace. The ground references provide a guide for improved visual navigation. These routes are not intended to discourage requests for VFR operations within Class B airspace but are designed solely to assist pilots in planning for flights under and around busy Class B airspace without actually entering Class_B airspace. 4.2.1.3_It is very important to remember that these suggested routes are not sterile of other traffic. The entire Class B airspace, and the airspace underneath it, may be heavily congested with many different types of aircraft. Pilot adherence to VFR rules must be exercised at all times. Further, when operating beneath Class B airspace, communications must be established and maintained between your aircraft and any control tower while transiting the Class B, Class_C, and Class D surface areas of those airports under Class B Airspace. 4.2.2_VFR Corridors 4.2.2.1_The design of a few of the first Class B airspace areas provided a corridor for the passage of uncontrolled traffic. A VFR corridor is defined as airspace through Class B airspace, with defined vertical and lateral boundaries, in which aircraft may operate without an ATC clearance or communication with air traffic control. 4.2.2.2_These corridors are, in effect, a _hole" through Class B airspace. (See FIG ENR 1.4-1.) A classic example would be the corridor through the Los Angeles Class B airspace, which has been subsequently changed to Special Flight Rules airspace (SFR). A corridor is surrounded on all sides by Class_B airspace and does not extend down to the surface like a VFR Flyway. Because of their finite lateral and vertical limits, and the volume of VFR traffic using a corridor, extreme caution and vigilance must be exercised. AIP ENR 1.4-12 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.4-1 Class B Airspace 4.2.2.3_Because of the heavy traffic volume and the procedures necessary to efficiently manage the flow of traffic, it has not been possible to incorporate VFR corridors in the development or modifications of Class_B airspace in recent years. 4.2.3_Class B Airspace VFR Transition Routes 4.2.3.1_To accommodate VFR traffic through certain Class B airspace, such as Seattle, Phoenix, and Los Angeles, Class B Airspace VFR Transition Routes were developed. A Class B Airspace VFR Transition Route is defined as a specific flight course depicted on a Terminal Area Chart (TAC) for transiting a specific Class B airspace. These routes include specific ATC assigned altitudes, and pilots must obtain an ATC clearance prior to entering Class B airspace on the route. 4.2.3.2_These routes, as depicted in FIG ENR 1.4-2, are designed to show the pilot where to position his/her aircraft outside of, or clear of, the Class B airspace where an ATC clearance can normally be expected with minimal or no delay. Until ATC authorization is received, pilots must remain clear of Class B airspace. On initial contact, pilots should advise ATC of their position, altitude, route name desired, and direction of flight. After a clearance is received, the pilot must fly the route as depicted and, most importantly, adhere to ATC instructions. 4.3_Terminal Radar Service Area (TRSA) 4.3.1_Background._The terminal radar service areas (TRSAs) were originally established as part of the Terminal Radar Program at selected airports. TRSAs were never controlled airspace from a regulatory standpoint because the establishment of TRSAs were never subject to the rulemaking process; consequently, TRSAs are not contained in 14 CFR Part 71 nor are there any TRSA operating rules in Part_91. Part of the Airport Radar Service Area (ARSA) program was to eventually replace all TRSAs. However, the ARSA requirements became relatively stringent, and it was subsequently decided that TRSAs would have to meet ARSA criteria before they would be converted. TRSAs do not fit into any of the U.S. Airspace Classes; therefore, they will continue to be non-Part 71 airspace areas where participating pilots can receive additional radar services which have been redefined as TRSA Service. 4.3.2_TRSA Areas._The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace which is normally Class E airspace beginning at 700 or 1,200 feet and established to transition to/from the en route/terminal environment. 4.3.3_Participation._Pilots operating under VFR are encouraged to contact the radar approach control and avail themselves of the TRSA Services. However, participation is voluntary on the part of the pilot. See ENR 1.1, paragraph 39.2, for details and procedures. 4.3.4_Charts._TRSAs are depicted on VFR sectional and terminal area charts with a solid black line and altitudes for each segment. The Class D portion is charted with a blue segmented line. AIP ENR 1.4-13 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.4-2 VFR Transition Route AIP ENR 1.5-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 1.5 Holding, Approach, and Departure Procedures 1. Holding Procedures 1.1 Patterns at the most generally used holding fixes are depicted (charted) on U.S. Government or commercially produced (meeting FAA requirements) Low or High Altitude En route, Area, and STAR charts. Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC. (See ENR 1.1, paragraph 27, ATC Clearances and Aircraft Separations.) NOTE- Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon, unless otherwise depicted. The icon is a standard holding pattern symbol (racetrack) with the airspeed restriction shown in the center. In other cases, the airspeed restriction will be depicted next to the standard holding pattern symbol. 1.2 An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information: 1.2.1 Direction of holding from the fix in terms of the eight cardinal compass points; i.e., N, NE, E, SE, etc. 1.2.2 Holding fix. (The fix may be omitted if it is included at the beginning of the transmission as the clearance limit.) 1.2.3 Radial, course, bearing, airway, or route on which the aircraft is to hold. 1.2.4 Leg length in miles if DME or RNAV is to be used. (Leg length will be specified in minutes on pilot request or if the controller considers it necessary.) 1.2.5 Direction of turn if left turns are to be made, the pilot requests, or the controller considers it necessary. 1.2.6 Time to expect further clearance, and any pertinent additional delay information. 1.3 Typical Holding Pattern Example 1.3.1 When holding at a VOR station, pilots should begin the turn to the outbound leg at the time of the first complete reversal of the “to-from” indicator. See GEN 3.4, paragraph 12, Two-Way Radio Communications Failure, for holding at the approach fix when radio failure occurs. 1.3.2 Holding Pattern Airspace Protection Holding pattern airspace protection is based on the following procedures. NOTE- Holding pattern airspace protection design criteria is contained in FAA Handbook 7130.3, Holding Pattern Criteria. 1.3.2.1 Airspeeds a) All aircraft may hold at the following altitudes and maximum holding airspeeds: TBL ENR 1.5-1 Altitude (MSL) Airspeed (KIAS) MHA -6,000’ 200 6,001’ -14,000’ 230 14,001’ and above 265 b) The following are exceptions to the maximum holding airspeeds: 1) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This nonstandard pattern will be depicted by an icon. 2) Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply with the maximum airspeed restriction should notify ATC. 3) Holding patterns at USAF airfields only - 310 KIAS maximum, unless otherwise depicted. 4) Holding patterns at Navy fields only - 230 KIAS maximum, unless otherwise depicted. 31 JULY 08 AIP ENR 1.5-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-1 Holding Patterns TYPICAL ON AN OUTER TYPICAL PROCEDURE AN ILS MARKER EXAMPLES OF HOLDING L OM M M M M RUNWAY RUNWAY VOR VOR TYPICAL AT PROCEDURE INTERSECTION OF VOR VOR RADIALS COURSE AWAY HOLDING FROM NAVAID COURSE TOWARD HOLDING NAVAID VORTAC 15 NM DME FIX 15 NM DME FIX 10 NM DME FIX TYPICAL AT PROCEDURE DME FIX AIP ENR 1.5-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 1.5-2 Holding Pattern Descriptive Terms ABEAM HOLDING SIDE OUTBOUND END HOLDING COURSE OUTBOUND INBOUND NONHOLDING SIDE FIX END RECIPROCAL FIX FIG ENR 1.5-3 Holding Pattern Entry Procedures AIP ENR 1.5-4 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 5)_When a climb-in hold is specified by a published procedure (e.g., _Climb-in holding pattern to depart XYZ VORTAC at or above 10,000." or _All aircraft climb-in TRUCK holding pattern to cross TRUCK Int at or above 11,500 before proceeding on course."), additional obstacle protection area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them. The holding pattern template for a maximum airspeed of 310 KIAS has been used for the holding pattern if there are no airspeed restrictions on the holding pattern as specified in subparagraph b)2) of this paragraph. Where the holding pattern is restricted to a maximum airspeed of 175 KIAS, the 200 KIAS holding pattern template has been applied for published climb-in hold procedures for altitudes 6,000 feet and below and the 230 KIAS holding pattern template has been applied for altitudes above 6,000 feet. The airspeed limitations in 14 CFR Section 91.117, Aircraft Speed, still apply. c)_The following phraseology may be used by an ATC specialist to advise a pilot of the maximum holding airspeed for a holding pattern airspace area. PHRASEOLOGY- (AIRCRAFT IDENTIFICATION) (holding instructions, when needed) MAXIMUM HOLDING AIRSPEED IS (speed in knots). 1.3.2.2_Entry Procedures (See FIG ENR 1.5-3.) a)_Parallel Procedure._When approaching the holding fix from anywhere in sector (a), the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound. b)_Teardrop Procedure._When approaching the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course. c)_Direct Entry Procedure._When approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern. d)_While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop, and direct entries are the procedures for entry and holding recommended by the FAA. 1.3.2.3_Timing a)_Inbound Leg 1)_At or below 14,000 feet MSL: 1 minute. 2)_Above 14,000 feet MSL: 11 /2 minutes. NOTE- The initial outbound leg should be flown for 1 minute or 11 /2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e. DME, RNAV, etc., to insure the appropriate inbound leg times. b)_Outbound Leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed. 1.3.2.4_Distance Measuring Equipment (DME)/ GPS Along-Track Distance (ATD)._DME/GPS holding is subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time values. The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern. The controller or the instrument approach procedure chart will specify the length of the outbound leg. The end of the outbound leg is determined by the DME or ATD readout. The holding fix on conventional procedures, or controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and distances are from the DME station for both the inbound and outbound ends of the holding pattern. When flying published GPS overlay or stand alone procedures with distance specified, the holding fix will be a waypoint in the database and the end of the outbound leg will be determined by the ATD. Some GPS overlay and early stand alone procedures may have timing specified. (See FIG ENR 1.5-4, FIG ENR 1.5-5 and FIG ENR 1.5-6.) See ENR 4.1, paragraph_18, Global Positioning System (GPS), for requirements and restriction on using GPS for IFR operations. AIP ENR 1.5-5 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 1.3.2.5_Pilot Action a)_Start speed reduction when 3 minutes or less from the holding fix. Cross the holding fix, initially, at or below the maximum holding airspeed. b)_Make all turns during entry and while holding at: 1)_3 degrees per second. 2)_30 degree bank angle. 3)_25 degree bank angle provided a flight director system is used. NOTE- Use whichever requires the least bank angle. FIG ENR 1.5-4 Inbound Toward NAVAID NOTE- When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the outbound leg will be reached when the DME/ATD reads 15 NM. FIG ENR 1.5-5 Inbound Leg Away from NAVAID NOTE- When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end of the outbound leg will be reached when the DME/ATD reads 20 NM. FIG ENR 1.5-6 GPS/RNAV Holding NOTE- The inbound course is always toward the waypoint and the ATD is zero at the waypoint. The end of the outbound leg of the holding pattern is reached when the ATD reads the specified distance. AIP ENR 1.5-6 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition c)_Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound. d)_Determine entry turn from aircraft heading upon arrival at the holding fix. Plus or minus 5° in heading is considered to be within allowable good operating limits for determining entry. e)_Advise ATC immediately what increased airspeed is necessary, if any, due to turbulence, icing, etc., or if unable to accomplish any part of the holding procedures. After such higher speeds are no longer necessary, operate according to the appropriate published holding speed and notify ATC. NOTE- Airspace protection for holding in turbulent air is based on a maximum of 280 KIAS or Mach 0.8, whichever is lower. Considerable impact on traffic flow will result when turbulent air holding patterns are used; thus, pilot discretion will ensure their use is limited to bona fide conditions/requirements.

帅哥

1.3.2.6_Nonstandard Holding Pattern a)_Fix end and outbound end turns are made to the left. Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree􀀀line on the holding side just as in the standard pattern. b)_When holding at a fix and instructions are received specifying the time of departure from the fix, the pilot should adjust the aircraft’s flight path within the limits of the established holding pattern in order to leave the fix at the exact time specified. After departing the holding fix, normal speed is to be resumed with respect to other governing speed requirements such as terminal area speed limits, specific ATC requests, etc. Where the fix is associated with an instrument approach, and timed approaches are in effect, a procedure turn shall not be executed unless the pilot advises ATC, since aircraft holding are expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received. c)_If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequently cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern would only be a segment of the instrument approach procedure if it is published on the instrument procedure chart and is used in lieu of a procedure turn. d)_For those holding patterns where there are no published minimum holding altitudes, the pilot, upon receiving an approach clearance, must maintain the last assigned altitude until leaving the holding pattern and established on the inbound course. Thereafter, the published minimum altitude of the route segment being flown will apply. It is expected that the pilot will be assigned a holding altitude that will permit a normal descent on the inbound course. 1.4_Radar Surveillance of Outer-Fix Holding Pattern Airspace Areas 1.4.1_Whenever aircraft are holding at an outer fix, ATC will usually provide radar surveillance of the outer fix holding pattern airspace area, or any portion of it, if it is shown on the controller’s radar scope. 1.4.2_The controller will attempt to detect any holding aircraft that stray outside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area. 1.4.3_Many factors could prevent ATC from providing this additional service, such as workload, number of targets, precipitation, ground clutter, and radar system capability. These circumstances may make it unfeasible to maintain radar identification of aircraft or to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether the controller is in a position to provide it and does not relieve a pilot of the responsibility to adhere to an accepted ATC clearance. AIP ENR 1.5-7 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2. Approach Procedures 2.1_Approach Control 2.1.1_Approach control is responsible for controlling all instrument flight operating within its area of responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct pilot/controller communications. Prior to arriving at the destination radio facility, instructions will be received from ARTCC to contact approach control on a specified frequency. 2.2_Radar Approach Control 2.2.1_Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar (ASR) and Precision Approach Radar (PAR)) but is also used to provide vectors in conjunction with published nonradar approaches based on radio NAVAIDs (ILS, MLS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established instrument approach procedure or to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate in the following manner: 2.2.1.1_Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and, if required, given holding information or, when radar handoffs are effected between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation. 2.2.1.2_After release to approach control, aircraft are vectored to the appropriate final approach course (ILS, MLS, VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating aircraft. Therefore, pilots must not deviate from the headings issued by approach control. Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller. 2.2.1.3_The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance will normally be issued with the final vector for interception of the final approach course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix. 2.2.1.4_In the case of aircraft already inbound on the final approach course, approach clearance will be issued prior to the aircraft reaching the final approach fix. When established inbound on the final approach course, radar separation will be maintained, and the pilot will be expected to complete the approach utilizing the approach aid designated in the clearance (ILS, MLS, VOR, radio beacons, etc.) as the primary means of navigation. Therefore, once established on the final approach course, pilots must not deviate from it unless a clearance to do so is received from ATC. 2.2.1.5_After passing the final approach fix on final approach, aircraft are expected to continue inbound on the final approach course and complete the approach or effect the missed approach procedure published for that airport. 2.2.2_ARTCCs are approved for and may provide approach control services to specific airports. The radar systems used by these centers do not provide the same precision as an ASR/PAR used by approach control facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course. 2.2.3_Whether aircraft are vectored to the appropriate final approach course or provide their own navigation on published routes to it, radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports, whichever occurs first. AIP ENR 1.5-8 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 3. Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals 3.1_A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. RNAV STAR/FMSP procedures for arrivals serve the same purpose but are only used by aircraft equipped with FMS or GPS. The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures. 3.1.1_STAR/RNAV STAR/FMSP procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to _expect." _Expect" altitudes/speeds are not considered STAR/RNAV STAR/FMSP procedures crossing restrictions unless verbally issued by ATC. NOTE- The _expect" altitudes/speeds are published so that pilots may have the information for planning purposes. These altitudes/speeds shall not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance. REFERENCE- 14 CFR Section 91.185c(2)(iii). 3.1.2_Pilots navigating on STAR/RNAV STAR/FMSP procedures shall maintain last assigned altitude until receiving authorization to descend so as to comply with all published/issued restrictions. This authorization will contain the phraseology _DESCEND VIA." 3.1.2.1_Clearance to _descend via" authorizes pilots to: a)_Vertically and laterally navigate on a STAR/ RNAV STAR/FMSP. b)_When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot’s discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions. NOTE- 1._Air traffic is responsible for obstacle clearance when issuing a _descend via" instruction to the pilot. The descend via is used in conjunction with STARs/RNAV STARs/FMSPs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix to which the pilot has been cleared. 2._Air traffic will assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP. 3._Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs.

帅哥

EXAMPLE- 1._Lateral/routing clearance only. _Cleared Hadly One arrival." 2._Routing with assigned altitude: _Cleared Hadly One arrival, descend and maintain Flight Level two four zero." _Cleared Hadly One arrival, descend at pilot’s discretion, maintain Flight Level two four zero." 3._Lateral/routing and vertical navigation clearance. _Descend via the Civit One arrival." _Descend via the Civit One arrival, except, cross Arnes at or above one one thousand." 4._Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure. _Descend via the Haris One arrival, except after Bruno, maintain one zero thousand." _Descend via the Haris One arrival, except cross Bruno at one three thousand then maintain one zero thousand." 5._Direct routing to intercept a STAR/RNAV STAR/FMSP and vertical navigation clearance. _Proceed direct Mahem, descend via Mahem One arrival." _Proceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arrival." NOTE- 1._In Example 2, pilots are expected to descend to FL 240 as directed, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a _descend via" clearance. 2._In Example 4, the aircraft should track laterally and vertically on the Haris One arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend. AIP ENR 1.5-9 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 3.1.2.2 Pilots cleared for vertical navigation using the phraseology “DESCEND VIA” shall inform ATC upon initial contact with a new frequency. EXAMPLE- “Delta One Twenty One leaving FL 240, descending via the Civit One arrival.” 3.1.2.3 Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate. 3.2 Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing “NO STAR” in the remarks section of the flight plan or by the less desirable method of verbally stating the same to ATC. 3.3 STAR charts are published in the Terminal Procedures Publication (TPP) and are available on subscription from the National Aeronautical Chart- ing Office.

帅哥

3.4 RNAV STAR. 3.4.1 All public RNAV STARs are RNAV1. 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. RNAV1 procedures require the aircraft's total system error remain bounded by +1 NM for 95% of the total flight time. 3.4.1.1 Type A. These procedures require system performance currently met by GPS, DME/DME, or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations. Type_A terminal procedures require the aircraft's track keeping accuracy remain bounded by _2 NM for 95% of the total flight time.

帅哥

NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME or DME/DME/IRU for Type A STARs. 3.4.1.2 Type B. These procedures require system performance currently met by GPS or DME/DME/ IRU RNAV systems that satisfy the criteria discussed in AC 90-100. Type B procedures may require the aircraft's track keeping accuracy remain bounded by _1 NM for 95% of the total flight time. NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME/IRU for Type B STARs. 3.4.2 For procedures requiring GPS, if the naviga- tion system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation.