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35.6.9 Controllers may omit the departure control
frequency if a SID clearance is issued and the
departure control frequency is published on the SID.
35.7 RNAV Departure Procedures
35.7.1 All public RNAV SIDs and graphic ODPs are
RNAV 1. These procedures generally start with an
initial RNAV or heading leg near the departure
runway end. In addition, these procedures require
system performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100A, U.S. Terminal and
En Route Area Navigation (RNAV) Operations.
RNAV 1 procedures require the aircraft’s total
system error remain bounded by _1 NM for 95% of
the total flight time.
31 JULY 08
AIP ENR 1.6-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.6 [RESERVED]
AIP ENR 1.7-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.7 Altimeter Setting Procedures
1. General
1.1_The accuracy of aircraft altimeters is subject to
the following factors:
1.1.1_Nonstandard temperature of the atmosphere.
1.1.2_Nonstandard atmospheric pressure.
1.1.3_Aircraft static pressure systems (position
error).
1.1.4_Instrument error.
1.2_EXTREME CAUTION SHOULD BE
EXERCISED WHEN FLYING IN PROXIMITY TO
OBSTRUCTIONS OR TERRAIN IN LOW
TEMPERATURES AND PRESSURES. This is
especially true in extremely cold temperatures that
cause a large differential between the Standard Day
temperature and actual temperature. This
circumstance can cause serious errors that result in
the aircraft being significantly lower than the
indicated altitude.
NOTE-
Standard temperature at sea level is 15 degrees Celsius
(59_degrees Fahrenheit). The temperature gradient from
sea level is minus 2 degrees Celsius (3.6 degrees
Fahrenheit) per 1,000 feet. Pilots should apply corrections
for static pressure systems and/or instruments, if
appreciable errors exist.
1.3_The adoption of a standard altimeter setting at the
higher altitudes eliminates station barometer errors,
some altimeter instrument errors, and errors caused
by altimeter settings derived from different geographical sources.
2. Procedures
2.1_The cruising altitude or flight level of aircraft
shall be maintained by reference to an altimeter
which shall be set, when operating:
2.1.1_Below 18,000 feet MSL.
2.1.1.1_When the barometric pressure is
31.00_inches Hg. or less:_to the current reported
altimeter setting of a station along the route and
within 100 NM of the aircraft, or if there is no station
within this area, the current reported altimeter setting
of an appropriate available station. When an aircraft
is en route on an instrument flight plan, air traffic
controllers will furnish this information to the pilot at
least once while the aircraft is in the controller’s area
of jurisdiction. In the case of an aircraft not equipped
with a radio, set to the elevation of the departure
airport or use an appropriate altimeter setting
available prior to departure.
2.1.1.2_When the barometric pressure exceeds
31.00 inches Hg.:_the following procedures will be
placed in effect by NOTAM defining the geographic
area affected:
a)_For all aircraft._Set 31.00 inches for en_route
operations below 18,000 feet MSL. Maintain this
setting until beyond the affected area or until reaching
final approach segment. At the beginning of the final
approach segment, the current altimeter setting will
be set, if possible. If not possible, 31.00 inches will
remain set throughout the approach. Aircraft on
departure or missed approach will set 31.00 inches
prior to reaching any mandatory/crossing altitude or
1,500 feet AGL, whichever is lower. (Air traffic
control will issue actual altimeter settings and advise
pilots to set 31.00 inches in their altimeters for
en_route operations below 18,000 feet MSL in
affected areas.)
b)_During preflight, barometric altimeters shall be
checked for normal operation to the extent possible.
c)_For aircraft with the capability of setting the
current altimeter setting and operating into airports
with the capability of measuring the current altimeter
setting, no additional restrictions apply.
d)_For aircraft operating VFR, there are no
additional restrictions; however, extra diligence in
flight planning and in operating in these conditions is
essential.
e)_Airports unable to accurately measure barometric pressures above 31.00 inches of Hg. will report the
barometric pressure as _missing" or _in excess of
31.00 inches of Hg." Flight operations to and from
those airports are restricted to VFR weather
conditions.
f)_For aircraft operating IFR and unable to set the
current altimeter setting, the following restrictions
apply:
1)_To determine the suitability of departure
alternate airports, destination airports, and destination alternate airports, increase ceiling requirements
AIP ENR 1.7-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
by 100 feet and visibility requirements by 1
/4 statute
mile for each 1
/10 of an inch of Hg., or any portion
thereof, over 31.00 inches. These adjusted values are
then applied in accordance with the requirements of
the applicable operating regulations and operations
specifications.
EXAMPLE-
Destination altimeter is 31.28 inches, ILS DH 250 feet
(200-1
/2). When flight planning, add 300-3
/4 to the
weather requirements which would become 500-1_1 /4.
2)_On approach, 31.00 inches will remain set.
Decision height or minimum descent altitude shall be
deemed to have been reached when the published
altitude is displayed on the altimeter.
NOTE-
Although visibility is normally the limiting factor on an
approach, pilots should be aware that when reaching DH
the aircraft will be higher than indicated. Using the
example above the aircraft would be approximately
300_feet higher.
3)_These restrictions do not apply to authorized
Category II and III ILS operations nor do they apply
to certificate holders using approved QFE altimetry
systems.
2.1.1.3_The FAA Regional Flight Standards Division
Manager of the affected area is authorized to approve
temporary waivers to permit emergency resupply or
emergency medical service operation.
2.1.2_At or above 18,000 feet MSL:_to 29.92_ Hg
(standard setting). The lowest usable flight level is
determined by the atmospheric pressure in the area of
operation, as shown in TBL ENR 1.7-1.
TBL ENR 1.7-1
Lowest Usable Flight Level
Altimeter Setting
(Current Reported)
Lowest Usable
Flight Level
29.92 or higher 180
29.91 to 29.42 185
29.41 to 28.92 190
28.91 to 28.42 195
28.41 to 27.92 200
2.1.3_Where the minimum altitude, as prescribed in
14 CFR Sections 91.159 and 91.119, is above
18,000_feet MSL the lowest usable flight level shall
be the flight level equivalent of the minimum altitude
plus the number of feet specified in TBL ENR 1.7-2.
TBL ENR 1.7-2
Lowest Flight Level Correction Factor
Altimeter Setting Correction Factor
29.92 or higher none
29.91 to 29.42 500 feet
29.41 to 28.92 1000 feet
28.91 to 28.42 1500 feet
28.41 to 27.92 2000 feet
27.91 to 27.42 2500 feet
EXAMPLE-
The minimum safe altitude of a route is 19,000 feet MSL
and the altimeter setting is reported between 29.92 and
29.42 inches of mercury. The lowest usable flight level will
be 195, which is the flight level equivalent of 19,500 feet
MSL (minimum altitude plus 500 feet).
2.1.4_Aircraft operating in an offshore CONTROL
AREA should use altimeter setting procedures as
described above, unless directed otherwise by ATC.
NOTE-
Aircraft exiting the oceanic CTA/FIR destined for the U.S.
or transitioning through U.S. offshore control areas should
use the current reported altimeter of a station nearest to the
route being flown. When entering an oceanic CTA/FIR
from U.S. offshore control areas, pilots should change to
the standard altimeter setting 29.92.
3. Altimeter Errors
3.1_Most pressure altimeters are subject to mechanical, elastic, temperature, and installation errors.
(Detailed information regarding the use of pressure
altimeters is found in the Instrument Flying
Handbook, Chapter IV.) Although manufacturing
and installation specification, as well as the periodic
test and inspections required by regulations (14 CFR
Part 43, Appendix E), act to reduce these errors--any
scale error may be observed in the following manner:
3.1.1_Set the current reported altimeter setting on the
altimeter setting scale.
3.1.2_Altimeter should now read field elevation if
you are located on the same reference level used to
establish the altimeter setting.
3.1.3_Note the variation between the known field
elevation and the altimeter indication. If this variation
is in the order of plus or minus 75 feet, the accuracy
of the altimeter is questionable and the problem
should be referred to an appropriately rated repair
station for evaluation and possible correction.
AIP ENR 1.7-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.2_Once in flight, it is very important to obtain
frequently current altimeter settings en route. If you
do not reset your altimeter when flying from an area
of high pressure into an area of low pressure, your
aircraft will be closer to the surface than your
altimeter indicates. An inch error in the altimeter
setting equals 1,000 feet of altitude. To quote an old
saying: _GOING FROM A HIGH TO A LOW,
LOOK OUT BELOW."
3.3_Temperature also has an effect on the accuracy of
altimeters and your altitude. The crucial values to
consider are standard temperature versus the ambient
(at altitude) temperature. It is this _difference" that
causes the error in indicated altitude. When the air is
warmer than standard, you are higher than your
altimeter indicates. Subsequently, when the air is
colder than standard you are lower than indicated. It
is the magnitude of this _difference" that determines
the magnitude of the error. When flying into a cooler
air mass while maintaining a constant indicated
altitude, you are losing true altitude. However, flying
into a cooler air mass does not necessarily mean you
will be lower than indicated if the difference is still on
the plus side. For example, while flying at 10,000 feet
(where STANDARD temperature is -5 degrees
Celsius (C)), the outside air temperature cools from
+5 degrees C to 0 degrees C, the temperature error
will nevertheless cause the aircraft to be HIGHER
than indicated. It is the extreme _cold" difference that
normally would be of concern to the pilot. Also, when
flying in cold conditions over mountainous country,
the pilot should exercise caution in flight planning
both in regard to route and altitude to ensure adequate
en route and terminal area terrain clearance.
3.4_TBL ENR 1.7-3, derived from ICAO formulas,
indicates how much error can exist when the
temperature is extremely cold. To use the table, find
the reported temperature in the left column, then read
across the top row to locate the height above the
airport/reporting station (i.e., subtract the airport/reporting elevation from the intended flight altitude).
The intersection of the column and row is how much
lower the aircraft may actually be as a result of the
possible cold temperature induced error.
3.5_The possible result of the above example should
be obvious, particularly if operating at the minimum
altitude or when conducting an instrument approach.
When operating in extreme cold temperatures, pilots
may wish to compensate for the reduction in terrain
clearance by adding a cold temperature correction.
TBL ENR 1.7-3
Reported Temp _C
ICAO COLD TEMPERATURE ERROR TABLE
Height Above Airport in Feet
200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
+10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
EXAMPLE-Temperature-10 degrees Celsius, and the aircraft altitude is 1,000 feet above the airport elevation. The chart
shows that the reported current altimeter setting may place the aircraft as much as 100 feet below the altitude indicated by
the altimeter.
AIP ENR 1.7-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4. High Barometric Pressure
4.1_Cold, dry air masses may produce barometric
pressures in excess of 31.00 inches of Mercury, and
many altimeters do not have an accurate means of
being adjusted for settings of these levels. As noted in
paragraph 3.2, when the altimeter cannot be set to the
higher pressure setting, the aircraft actual altitude
will be higher than the altimeter indicates.
4.2_When the barometric pressure exceeds
31.00_inches, air traffic controllers will issue the
actual altimeter setting, and:
4.2.1_En Route/Arrivals._Advise pilots to remain
set on 31.00 inches until reaching the final approach
segment.
4.2.2_Departures._Advise pilots to set 31.00 inches
prior to reaching any mandatory/crossing altitude or
1,500 feet, whichever is lower.
4.3_The altimeter error caused by the high pressure
will be in the opposite direction to the error caused by
the cold temperature.
5. Low Barometric Pressure
5.1_When abnormally low barometric pressure
conditions occur (below 28.00), flight operations by
aircraft unable to set the actual altimeter setting are
not recommended.
NOTE-
The true altitude of the aircraft is lower than the indicated
altitude if the pilot is unable to set the actual altimeter
setting.
AIP ENR 1.8-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.8 [RESERVED]
AIP ENR 1.9-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.9 [RESERVED]
AIP ENR 1.10-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 1.10 Flight Planning
(Restriction, Limitation or Advisory Information)
1. Preflight Preparation
1.1_Every pilot is urged to receive a preflight briefing
and to file a flight plan. This briefing should consist
of the latest or most current weather, airport, and
en_route NAVAID information. Briefing service may
be obtained from a flight service station (FSS) either
by telephone or interphone, by radio when airborne,
or by a personal visit to the station. In the 48_contiguous States, pilots with a current FAA medical
certificate may access toll-free the Direct User
Access Terminal System (DUATS) through a personal computer. DUATS will provide alpha-numeric
preflight weather data and allow pilots to file
domestic VFR and IFR flight plans.
REFERENCE-
GEN 3.5, paragraph 3.5.3.3 lists DUATS vendors.
NOTE-
Pilots filing flight plans via _fast file" who desire to have
their briefing recorded, should include a statement at the
end of the recording as to the source of their weather
briefing.
1.2_The information required by the FAA to process
flight plans is contained on FAA Form_7233-1, Flight
Plan. The forms are available at all flight service
stations.
REFERENCE-
AIP, ENR 1.10, paragraph 4, Flight Plan Requirements.
1.3_Consult an FSS or Weather Service Office
(WSO) for a preflight weather briefing. Supplemental Weather Service Locations (SWSLs) do not
provide weather briefings.
1.4_FSSs are required to advise of pertinent
NOTAMs if a standard briefing is requested, but if
they are overlooked, don’t hesitate to remind the
specialist that you have not received NOTAM
information. Additionally, NOTAMs which are
known in sufficient time for publication and are of
7_days duration or longer are normally incorporated
into the Notices to Airmen publication and carried
there until cancellation time. FDC NOTAMs, which
apply to instrument flight procedures, are also
included in Notices to Airmen publication up to and
including the number indicated in the FDC NOTAM
legend. These NOTAMs are not provided during a
briefing unless specifically requested by the pilot
since the FSS specialist has no way of knowing
whether the pilot has already checked Notices to
Airmen publication prior to calling. Remember to ask
for NOTAMs contained in the Notices to Airmen
publication as they are not normally furnished during
your briefing.
1.5_Pilots are urged to use only the latest issue of
aeronautical charts in planning and conducting flight
operations. Aeronautical charts are revised and
reissued on a periodic basis to ensure that depicted
data are current and reliable. In the conterminous
U.S., sectional charts are updated each 6 months, IFR
en route charts each 56 days, and amendments to civil
IFR approach charts are accomplished on a 56-day
cycle with a change notice volume issued on the
28-day mid-cycle. Charts that have been superseded
by those of a more recent date may contain obsolete
or incomplete flight information.
REFERENCE-
AIP, GEN 3.2, contains a description of aeronautical charts.
1.6_When requesting a preflight briefing, identify
yourself as a pilot and provide the following:
1.6.1_Type of flight planned; e.g., VFR or IFR.
1.6.2_Aircraft number or pilot’s name.
1.6.3_Aircraft type.
1.6.4_Departure airport.
1.6.5_Route of flight.
1.6.6_Destination.
1.6.7_Flight altitude(s).
1.6.8_ETD and ETE.
1.7_Prior to conducting a briefing, briefers are
required to have the background information listed
above so that they may tailor the briefing to the needs
of the proposed flight. The objective is to communicate a _picture" of meteorological and aeronautical
information necessary for the conduct of a safe and
efficient flight. Briefers use all available weather and
aeronautical information to summarize data applicable to the proposed flight. They do not read weather
reports and forecasts verbatim unless specifically
requested by the pilot. FSS briefers do not provide
FDC NOTAM information for special instrument
AIP ENR 1.10-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
approach procedures unless specifically asked. Pilots
authorized by the FAA to use special instrument
approach procedures must specifically request FDC
NOTAM information for these procedures. Pilots
who receive the information electronically will
receive NOTAMs for special IAPs automatically.
REFERENCE-
See AIP, GEN 3.5 for meteorological services.
1.8_The Federal Aviation Administration has
designated High Density Traffic Airports (HDTA)
and has prescribed air traffic rules and requirements
for operating aircraft (excluding helicopter operations) to and from these airports.
REFERENCE-
AIP, GEN 3.3, paragraph 9.7, Airport Reservations Operations and
Procedures.
1.9_In addition to the filing of a flight plan, if the
flight will traverse or land in one or more foreign
countries, it is particularly important that pilots leave
a complete itinerary with someone directly concerned
and keep that person advised of the flight’s progress.
If serious doubt arises as to the safety of the flight, that
person should first contact the FSS.
1.10_Pilots operating aircraft under the provisions of
14 CFR Part 135 and not having an FAA assigned
3-letter designator, are urged to prefix the normal
aircraft registration (N) number with the letter _T" on
flight plan filing.
EXAMPLE-
TN 1234B.
2. Follow IFR Procedures Even When
Operating VFR
2.1_To maintain IFR proficiency, pilots are urged to
practice IFR procedures whenever possible, even
when operating VFR. Some suggested practices
include:
2.1.1_Obtain a complete preflight and weather
briefing. Check the NOTAMs.
2.1.2_File a flight plan. This is an excellent low-cost
insurance policy. The cost is the time it takes to fill it
out. The insurance includes the knowledge that
someone will be looking for you if you become
overdue at your destination.
2.1.3_Use current charts.
2.1.4_Use the navigation aids. Practice maintaining
a good course by keeping the needle centered.
2.1.5_Maintain a constant altitude appropriate for
direction of flight.
2.1.6_Estimate en route position times.
2.1.7_Make accurate and frequent position reports to
the FSSs along your route of flight.
2.2_Simulated IFR flight is recommended (under the
hood); however, pilots are cautioned to review and
adhere to the requirements specified in 14 CFR
Section 91.109 before and during such flight.
2.3_When flying VFR at night, in addition to the
altitude appropriate for the direction of flight, pilots
should maintain an altitude which is at or above the
minimum en route altitude as shown on charts. This
is especially true in mountainous terrain, where there
is usually very little ground reference. Do not depend
on your eyes alone to avoid rising unlighted terrain,
or even lighted obstructions such as TV towers.
3. Domestic Notice to Airmen (NOTAM)
System
3.1_Time-critical aeronautical information which is
of either a temporary nature or is not sufficiently
known in advance to permit publication on
aeronautical charts or in other operational publications, receives immediate dissemination via the U.S.
Notice to Airmen (NOTAM) System.
NOTE- NOTAM information is that aeronautical
information that could affect a pilot’s decision to make a
flight. It includes such information as airport or primary
runway closures, changes in the status of navigational
aids, ILS, radar service availability, and other information
essential to planned en route, terminal, or landing
operations.
3.2_NOTAM information is classified into three
categories. These are NOTAM (D) or distant,
NOTAM (L) or local, and Flight Data Center (FDC)
NOTAMs.
3.2.1_NOTAM (D)
3.2.1.1_NOTAM (D) information is disseminated for
all navigational facilities that are part of the National
Airspace System (NAS), all public use airports,
seaplane bases, and heliports listed in the
Airport/Facility Directory (AFD). The complete file
of all NOTAM (D) information is maintained in a
computer database at the Weather Message Switching Center (WMSC), located in Atlanta, Georgia.
This category of information is distributed automatically via Service A telecommunications system.
AIP ENR 1.10-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
Air_traffic facilities, primarily FSSs, have access to
the entire WMSC database of NOTAMs. These
NOTAMs remain available via Service A for the
duration of their validity or until published. Once
published, the NOTAM data is deleted from the
system.
3.2.2_NOTAM (L)
3.2.2.1_NOTAM (L) information includes such data
as taxiway closures, personnel and equipment near or
crossing runways, and airport lighting aids that do not
affect instrument approach criteria, such as VASI.
3.2.2.2_NOTAM (L) information is distributed
locally only and is not attached to the hourly weather
reports. A separate file of local NOTAMs is
maintained at each FSS for facilities in their areas
only. NOTAM (L) information for other FSS areas
must be specifically requested directly from the FSS
that has responsibility for the airport concerned.
NOTE-
DUATS vendors are not required to provide NOTAM (L)
information.
3.2.3_FDC NOTAMs
3.2.3.1_On those occasions when it becomes
necessary to disseminate information which is
regulatory in nature, the National Flight Data Center
(NFDC) in Washington, D.C., will issue an FDC
NOTAM. FDC NOTAMs contain such things as
amendments to published instrument approach
procedures (IAPs) and other current aeronautical
charts. They are also used to advertise temporary
flight restrictions caused by such things as natural
disasters or large scale public events that may
generate a congestion of air traffic over a site.
3.2.3.2_FDC NOTAMs are transmitted via Service A
only once and are kept on file at the FSS until
published or canceled. FSSs are responsible for
maintaining a file of current, unpublished FDC
NOTAMs concerning conditions within 400 miles of
their facilities. FDC information concerning conditions that are more than 400 miles from the FSS, or
that is already published, is given only on request.
NOTE-
1._DUATS vendors will provide FDC NOTAMs only upon
site-specific requests using a location identifier.
2._NOTAM data may not always be current due to the
changeable nature of the national airspace system
components, delays inherent in processing the information,
and occasional temporary outages of the United States
NOTAM System. While en route, pilots should contact FSSs
and obtain updated information for their route of flight and
destination.
3.3_An integral part of the NOTAM System is the
Notice to Airmen publication, published every
28_days. Data is included in this publication to reduce
congestion on the telecommunications circuits and,
therefore, is not available via Service A. Once
published, this information is not provided during
pilot weather briefings unless specifically requested
by the pilot. The Notice to Airmen publication
contains four parts:
3.3.1_Part 1 contains three sections.
3.3.1.1_Notices which meet the criteria for
NOTAM_(D) which are expected to remain in effect
for an extended period and FDC NOTAMs current at
the time of publication. Occasionally, some
NOTAM_(L) and other unique information is
included in this section when it will contribute to
flight safety.
3.3.1.2_Airports, Facilities, and Procedural
NOTAMs.
3.3.1.3_General FDC NOTAMs.
3.3.2_Part 2 contains Revisions to Minimum
En_Route IFR Altitudes and Changeover Points
Amendments.
3.3.3_Part 3 contains International Notices to
Airmen.
3.3.4_Part 4 contains Graphic Notices._It includes
special notices and notices containing graphics
pertaining to almost every aspect of aviation; such as,
military training areas, large scale sporting events
that may attract media attention or draw large crowds
of aircraft, chart corrections and additions, and air
show information.
3.3.5_The number of the last FDC NOTAM included
in the Notices to Airmen publication is noted on the
first page to aid the user in updating the listing with
any FDC NOTAMs which may have been issued
between the cut-off date and the date the publication
is received. All information contained will be carried
until the information expires, is canceled, or in the
case of permanent conditions, is published in other
publications, such as the Airport/Facility Directory.
3.3.6_All new notices entered, excluding FDC
NOTAMs, will be published only if the information
is expected to remain in effect for at least 30 days after
the effective date of the publication.
AIP ENR 1.10-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4. Flight Plan Requirements
4.1_The types of flight plans in U.S. airspace are:
4.1.1_Visual Flight Rules (VFR).
4.1.2_Defense Visual Flight Rules (DVFR).
4.1.3_Instrument Flight rules (IFR).
4.1.4_Composite Flight Plan Visual-Instrument
Flight Rules (VFR-IFR).
4.1.5_IFR flight plans requesting VFR operations.
NOTE-
ICAO flight plans are required whenever the flight intends
to cross an international boundary or an oceanic CTA/FIR
boundary. For flights departing U.S. airports and
operating over U.S. domestic airspace and/or offshore
control areas, but do not penetrate the oceanic CTA/FIR
boundary or borders, a U.S. domestic flight plan is
preferred.
4.2_Flight Plan-VFR Flights
4.2.1_Except for operations in or penetrating a
Coastal or Domestic ADIZ or DEWIZ (see
ENR 1.12, paragraph 1.2), a flight plan is not
required for VFR flight; however, it is strongly
recommended that one be filed.
4.2.2_To obtain maximum benefits of the flight plan
program, flight plans should be filed directly with the
nearest flight service station. For your convenience,
FSSs provide aeronautical and meteorological
briefings while accepting flight plans. Radio may be
used to file if no other means are available. Also,
some States operate aeronautical communications
facilities which will accept and forward flight plans
to the FSS for further handling.
4.2.3_When a _stopover" flight is anticipated to
cover an extended period of time, it is recommended
that a separate flight plan be filed for each _leg" when
the stop is expected to be more than 1-hour duration.
4.2.4_Pilots are encouraged to give their departure
times directly to the FSS serving the departure airport
or as otherwise indicated by the FSS when the flight
plan is filed. This will ensure more efficient flight
plan service and permit the FSS to advise you of
significant changes in aeronautical facilities or
meteorological conditions. When a VFR flight plan
is filed, it will be held by the FSS until 1 hour after the
proposed departure time and then canceled unless:
4.2.4.1_The actual departure time is received.
4.2.4.2_A revised proposed departure time is
received.
4.2.4.3_At a time of filing, the FSS is informed that
the proposed departure time will be met, but actual
time cannot be given because of inadequate
communications (assumed departures).
4.2.5_On pilot’s request, at a location having an
active tower, the aircraft identification will be
forwarded by the tower to the FSS for reporting the
actual departure time. This procedure should be
avoided at busy airports.
4.2.6_Although position reports are not required for
VFR flight plans, periodic reports to FAA flight
service stations along the route are good practice.
Such contacts permit significant information to be
passed to the transiting aircraft and also serve to
check the progress of the flight should it be necessary
for any reason to locate the aircraft.
EXAMPLE-
1._Bonanza 314K, over Kingfisher at (time), VFR flight
plan, Tulsa to Amarillo.
2._Cherokee 5133J, over Oklahoma City at (time),
Shreveport to Denver, no flight plan.
4.2.7_Pilots not operating on an IFR flight plan, and
when in level cruising flight, are cautioned to
conform with VFR cruising altitudes appropriate to
direction of flight.
4.2.8_When filing VFR flight plans, indicate aircraft
equipment capabilities by appending the appropriate
suffix to aircraft type in the same manner as that
prescribed for IFR flight. Under some circumstances,
ATC computer tapes can be useful in constructing the
radar history of a downed or crashed aircraft. In each
case, knowledge of the aircraft’s transponder
equipment is necessary in determining whether or not
such computer tapes might prove effective.
REFERENCE-
AIP, ENR 1.10, paragraph 5.1 and TBL ENR 1.10-1, Aircraft
Equipment Suffixes.
4.2.9_Explanation of VFR Flight Plan Items.
4.2.9.1_Block 1._Check the type flight plan. Check
both the VFR and IFR blocks if composite VFR/IFR.
4.2.9.2_Block 2._Enter your complete aircraft
identification including the prefix _N" if applicable.
4.2.9.3_Block 3._Enter the designator for the
aircraft, or if unknown, consult an FSS briefer.
4.2.9.4_Block 4._Enter your true airspeed (TAS).
AIP ENR 1.10-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
4.2.9.5_Block 5._Enter the departure airport
identifier code, or if unknown, the name of the
airport.
4.2.9.6_Block 6._Enter the proposed departure time
in Coordinated Universal Time (UTC). If airborne,
specify the actual or proposed departure time, as
appropriate.
4.2.9.7_Block 7._Enter the appropriate VFR altitude
(to assist the briefer in providing weather and wind
information).
4.2.9.8_Block 8._Define the route of flight by using
NAVAID identifier codes and airways.
4.2.9.9_Block 9._Enter the destination airport
identifier code, or if unknown, the airport name.
NOTE-
Include the city name (or even the state name) if needed for
clarity.
4.2.9.10_Block 10._Enter your estimated time
en_route, in hours and minutes.
4.2.9.11_Block 11._Enter only those remarks
pertinent to ATC or to the clarification of other flight
plan information such as the appropriate radiotelephony (call sign) associated with the designator filed
in Block 2. Items of a personal nature are not
accepted.
4.2.9.12_Specify the fuel on board, in hours and
minutes.
4.2.9.13_Specify an alternate airport if desired.
4.2.9.14_Enter your complete name, address, and
telephone number. Enter sufficient information to
identify home base, airport, or operator.
NOTE-
This information is essential in the event of search and
rescue operations.
4.2.9.15_Block 15._Enter total number of persons on
board including crew (POB).
4.2.9.16_Block 16._Enter the predominant colors.
4.2.9.17_Block 17._(Optional) Record a destination
telephone number to assist Search and Rescue should
you fail to report or cancel your flight plan within
1/2_hour after your estimated time of arrival (ETA).
CAUTION-
A control tower at destination point does not
automatically close VFR flight plans; it remains the
responsibility of a pilot to close his/her own flight plan.
4.2.9.18_Record the FSS name for closing the flight
plan. If the flight plan is closed with a different FSS
or facility, state the recorded FSS name that would
normally have closed your flight plan.
NOTE-
The information transmitted to the destination FSS will
consist only of flight plans blocks 2, 3, 9, and 10. Estimated
time en route (ETE) will be converted to the correct
estimated time of arrival (ETA).
AIP ENR 1.10-6
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.10-1
FAA Flight Plan
Form 7233-1 (8-82)
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY) PILOT BRIEFING VNR STOPOVER
TIME STARTED SPECIALIST
INITIALS
1. TYPE 1. VFR IFR DVFR AIRCRAFT TYPE/
3. SPECIAL EQUIPMENT
5. DEPARTURE POINT DEPARTURE TIME 6. PROPOSED (Z) ACTUAL (Z)
ALTITUDE
7. CRUISING
8. ROUTE OF FLIGHT
KTS 9. DESTINATION (Name of airport
and city)
EST. TIME 10. ENROUTE
HOURS HOURS MINUTES
MINUTES
REMARKS 11. 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(13. S) PILOT’S NAME, ADDRESS TELEPHONE AIRCRAFT 14. & NUMBER & HOME BASE 15. NUMBER
ABOARD
15. 17. 17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)
16. AIRCRAFT 16. COLOR OF FAA Form 7233-1 FAA Form 7233-(8-82) _________________ ARRIVAL CLOSE VFR FLIGHT PLAN WITH FSS ON FLIGHT PLAN
CIVIL AIRCRAFT PILOTS, FAR 91 requires you file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
2. AIRCRAFT
IDENTIFICATION
TRUE
AIRSPEED
4. AIP ENR 1.10-7
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
TBL ENR 1.10-1
Aircraft Suffixes
Suffix Equipment Capability
NO DME
/X No transponder
/T Transponder with no Mode C
/U Transponder with Mode C
DME
/D No transponder
/B Transponder with no Mode C
/A Transponder with Mode C
TACAN ONLY
/M No transponder
/N Transponder with no Mode C
/P Transponder with Mode C
AREA NAVIGATION (RNAV)
/Y LORAN, VOR/DME, or INS with no transponder
/C LORAN, VOR/DME, or INS, transponder with no Mode C
/I LORAN, VOR/DME, or INS, transponder with Mode C
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a
transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
/E Flight Management System (FMS) with DME/DME and IRU position updating
/F FMS with DME/DME position updating
/G Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with
en_route and terminal capability.
/R Required Navigational Performance (RNP). The aircraft meets the RNP type prescribed for the route segment(s),
route(s) and/or area concerned.
Reduced Vertical Separation Minimum (RVSM). Prior to conducting RVSM operations within the U.S., the
operator must obtain authorization from the FAA or from the responsible authority, as appropriate.
/J /E with RVSM
/K /F with RVSM
/L /G with RVSM
/Q /R with RVSM
/W RVSM
AIP ENR 1.10-8
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4.3_Operational Information System (OIS)
4.3.1_The FAA’s Air Traffic Control System
Command Center (ATCSCC) maintains a web site
with near real-time National Airspace System (NAS)
status information. NAS operators are encouraged to
access the web site at www.fly.faa.gov prior to filing
their flight plan.
4.3.2_The web site consolidates information from
advisories. An advisory is a message that is
disseminated electronically by the ATCSCC that
contains information pertinent to the NAS.
4.3.2.1_Advisories are normally issued for the
following items:
a)_Ground Stops.
b)_Ground Delay Programs.
c)_Route Information.
d)_Plan of Operations.
e)_Facility Outages and Scheduled Facility
Outages.
f)_Volcanic Ash Activity Bulletins.
g)_Special Traffic Management Programs.
4.3.2.2_This list is not all-inclusive. Any time there
is information that may be beneficial to a large
number of people, an advisory may be sent.
Additionally, there may be times when an advisory is
not sent due to workload or the short length of time of
the activity.
4.3.2.3_Route information is available on the web
site and in specific advisories. Some route
information, subject to the 56-day publishing cycle,
is located on the _OIS" under _Products," Route
Management Tool (RMT), and _What’s New"
Playbook. The RMT and Playbook contain routings
for use by Air Traffic and NAS operators when they
are coordinated _real-time" and are then published in
an ATCSCC advisory.
4.3.2.4_Route advisories are identified by the word
_Route" in the header; the associated action is
required (RQD), recommended (RMD), planned
(PLN), or for your information (FYI). Operators are
expected to file flight plans consistent with the Route
RQD advisories.
4.4_Flight Plan-Defense VFR (DVFR) Flights
4.4.1_VFR flights into a Coastal or Domestic
ADIZ/DEWIZ are required to file DVFR flight plans
for security purposes. Detailed ADIZ procedures are
found in ENR 1.12, paragraph 1.
REFERENCE-
14 CFR Part 99.
5. Flight Plan-IFR Flights
5.1_General
5.1.1_Prior to departure from within, or prior to
entering Class A, B, C, D, and E airspace, a pilot must
submit a complete flight plan and receive an air traffic
clearance if weather conditions are below VFR
minimums. Instrument flight plans may be submitted
to the nearest flight service station or the airport
traffic control tower either in person or by telephone
(or by radio if no other means are available). Pilots
should file IFR flight plans at least 30 minutes prior
to estimated time of departure to preclude possible
delay in receiving a departure clearance from ATC.
To minimize your delay in entering a Class B, C, D,
or E surface area at destination when IFR weather
conditions exist or are forecast at the airport, an IFR
flight plan should be filed before departure.
Otherwise, a 30-minute delay is not unusual in
receiving an ATC clearance because of time spent in
processing flight plan data. Traffic saturation
frequently prevents control personnel from accepting
flight plans by radio. In such cases the pilot is advised
to contact the nearest flight service station for the
purpose of filing the flight plan.
NOTE-
There are several methods of obtaining IFR clearance at
nontower, non-Flight Service Stations and outlying
airports. The procedure may vary due to geographical
features, weather conditions, and the complexity of the
ATC system. To determine the most effective means of
receiving an IFR clearance, pilots should ask the nearest
Flight Service Station for the most appropriate means of
obtaining the IFR clearance.
5.1.2_When filing an IFR flight plan, include as a
prefix to the aircraft type, the number of aircraft when
more than one and/or heavy aircraft indicator _H/" if
appropriate.
EXAMPLE-
H/DC10/A
2/F15/A
AIP ENR 1.10-9
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.1.3 When filing an IFR flight plan, identify the
equipment capability by adding a suffix, preceded by
a slant, to the AIRCRAFT TYPE, as shown in
TBL ENR 1.10-1, Aircraft Suffixes.
NOTE-
1. ATC issues clearances based on filed suffixes. Pilots
should determine the appropriate suffix based upon
desired services and/or routing. For example, if a desired
route/procedure requires GPS, a pilot should file /G even
if the aircraft also qualifies for other suffixes.
2. For procedures requiring GPS, if the navigation system
does not automatically alert the flight crew of a loss of GPS,
the operator must develop procedures to verify correct GPS
operation.
3. The suffix is not to be added to the aircraft identification
or be transmitted by radio as part of the aircraft
identification.
5.1.4 It is recommended that pilots file the maximum
transponder or navigation capability of their aircraft
in the equipment suffix. This will provide ATC with
the necessary information to utilize all facets of
navigational equipment and transponder capabilities
available. |
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发表于 2008-12-19 23:28:19
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