AIP航行情报汇编

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20. GNSS Landing System (GLS) 20.1 General 20.1.1 The GLS provides precision navigation guidance for exact alignment and descent of aircraft on approach to a runway. It provides differential augmentation to the Global Navigation Satellite System (GNSS). 20.1.2 The U.S. plans to provide augmentation services to the GPS for the first phase of GNSS. This section will be revised and updated to reflect international standards and GLS services as they are provided.

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21. Precision Approach Systems Other Than ILS, GLS, and MLS 21.1 General Approval and use of precision approach systems other than ILS, GLS, and MLS require the issuance of special instrument approach procedures. 21.2 Special Instrument Approach Procedure 21.2.1 Special instrument approach procedures must be issued to the aircraft operator if pilot training, aircraft equipment, and/or aircraft performance is different than published procedures. Special instrument approach procedures are not distributed for general public use. These procedures are issued to an aircraft operator when the conditions for operations approval are satisfied. 21.2.2 General aviation operators requesting approval for special procedures should contact the local Flight Standards District Office to obtain a letter of authorization. Air carrier operators requesting approval for use of special procedures should contact their Certificate Holding District Office for authorization through their Operations Specification. 21.3 Transponder Landing System (TLS) 21.3.1 The TLS is designed to provide approach guidance utilizing existing airborne ILS localizer, glide slope, and transponder equipment. 21.3.2 Ground equipment consists of a transponder interrogator, sensor arrays to detect lateral and vertical position, and ILS frequency transmitters. The TLS detects the aircraft’s position by interrogating its transponder. It then broadcasts ILS frequency signals to guide the aircraft along the desired approach path. 21.3.3 TLS instrument approach procedures are designated Special Instrument Approach Procedures. Special aircrew training is required. TLS ground equipment provides approach guidance for only one aircraft at a time. Even though the TLS signal is received using the ILS receiver, no fixed course or glidepath is generated. The concept of operation is very similar to an air traffic controller providing radar vectors, and just as with radar vectors, the guidance is valid only for the intended aircraft. The TLS ground equipment tracks one aircraft, based on its transponder code, and provides correction signals to course and glidepath based on the position of the tracked aircraft. Flying the TLS corrections computed for another aircraft will not provide guidance 31 JULY 08 AIP ENR 4.1-39 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition relative to the approach; therefore, aircrews must not use the TLS signal for navigation unless they have received approach clearance and completed the required coordination with the TLS ground equipment operator. Navigation fixes based on conventional NAVAIDs or GPS are provided in the special instrument approach procedure to allow aircrews to verify the TLS guidance. 21.4 Special Category I Differential GPS (SCAT-I DGPS) 21.4.1 The SCAT-I DGPS is designed to provide approach guidance by broadcasting differential correction to GPS. 21.4.2 SCAT-I DGPS procedures require aircraft equipment and pilot training. 21.4.3 Ground equipment consists of GPS receivers and a VHF digital radio transmitter. The SCAT-I DGPS detects the position of GPS satellites relative to GPS receiver equipment and broadcasts differential corrections over the VHF digital radio. 21.4.4 Category I Ground Based Augmentation System (GBAS) will displace SCAT-I DGPS as the public-use service. 22. Area Navigation 22.1 General 22.1.1 Area Navigation (RNAV) provides enhanced navigational capability to the pilot. RNAV equipment can compute the airplane position, actual track and ground speed and then provide meaningful information relative to a route of flight selected by the pilot. Typical equipment will provide the pilot with distance, time, bearing and crosstrack error relative to the selected “TO” or “active” waypoint and the selected route. Several navigational systems with different navigational performance characteristics are capable of providing area navigational functions. Present day RNAV includes INS, LORAN, VOR/ DME, and GPS systems. Modern multi-sensor systems can integrate one or more of the above systems to provide a more accurate and reliable navigational system. Due to the different levels of performance, area navigational capabilities can satisfy different levels of required navigation performance (RNP). 22.2 RNAV Operations Incorporating RNP 22.2.1 During the past four decades, domestic and international air navigation have been conducted using a system of airways and instrument procedures based upon ground-based navigational systems such as NDB, VOR, and ILS. Reliance on ground-based navigational systems has served the aviation community well, but often results in less than optimal routes or instrument procedures and an inefficient use of airspace. With the widespread deployment of RNAV systems and the advent of GPS-based navigation, greater flexibility in defining routes, procedures, and airspace design is now possible with an associated increase in flight safety. To capitalize on the potential of RNAV systems, both the FAA and International Civil Aviation Organization (ICAO) are affecting a shift toward a new standard of navigation and airspace management called RNP. 22.2.2 Navigational systems are typically described as being sensor specific, such as a VOR or ILS system. By specifying airspace requirements as RNP, various navigation systems or combination of systems may be used as long as the aircraft can achieve the RNP. RNP is intended to provide a single performance standard that can be used and applied by aircraft and aircraft equipment manufacturers, airspace planners, aircraft certification and operations, pilots and controllers, and international aviation authorities. RNP can be applied to obstacle clearance or aircraft separation requirements to ensure a consistent application level. 22.2.3 ICAO has defined RNP values for the four typical navigation phases of flight: oceanic, en route, terminal, and approach. The RNP applicable to a selected airspace, route, or procedure is designated by it’s RNP Level or Type. As defined in the Pilot/Controller Glossary, the RNP Level or Type is a value typically expressed as a distance, in nautical miles, from the procedure, route or path within which an aircraft would typically operate. RNP applications also provide performance to protect against larger errors at some multiple of RNP level (e.g., twice the RNP level). 31 JULY 08 AIP ENR 4.1-40 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 22.3 Standard RNP Levels 22.3.1 U.S. standard values supporting typical RNP airspace are as specified in TBL ENR 4.1-6 below. Other RNP levels as identified by ICAO, other states and the FAA may also be used. TBL ENR 4.1-6 U.S. Standard RNP Levels RNP Level Typical Application .3 Approach 1 Departure, Terminal 2 En Route 22.3.1.1 Application of Standard RNP Levels. U.S. standard levels of RNP typically used for various routes and procedures supporting RNAV operations may be based on use of a specific navigational system or sensor such as GPS, or on multi-sensor RNAV systems having suitable performance. New RNAV routes and procedures will be FAA’s first public use procedures to include a specified RNP level. These procedures are being developed based on earth referenced navigation and do not rely on conventional ground-based navigational aids. Unless otherwise noted on affected charts or procedures, depiction of a specified RNP level will not preclude the use of other airborne RNAV navigational systems. 22.3.1.2 Depiction of Standard RNP Levels. The applicable RNP level will be depicted on affected charts and procedures. For example, an RNAV departure procedure may contain a notation referring to eligible aircraft by equipment suffix and a phrase “or RNP-1.0.” A typical RNAV approach procedure may include a notation referring to eligible aircraft by specific navigation sensor(s), equipment suffix, and a phrase “or RNP-0.3.” Specific guidelines for the depiction of RNP levels will be provided through chart bulletins and accompany affected charting changes. 22.4 Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft meeting RNP criteria will have an appropriate entry including special conditions and limitations, if any, in its Aircraft/Rotorcraft Flight Manual (AFM), or supplement. RNAV installations with AFM-RNP certification based on GPS or systems integrating GPS are considered to meet U.S. standard RNP levels for all phases of flight. Aircraft with AFM-RNP certification without GPS may be limited to certain RNP levels, or phases of flight. For example, RNP based on DME/DME without other augmentation may not be appropriate for phases of flight outside the certified DME service volume. Operators of aircraft not having specific AFM-RNP certification may be issued operational approval including special conditions and limitations, if any, for specific RNP levels. Aircraft navigation systems eligible for RNP airspace will be indicated on charts, or announced through other FAA media such as NOTAMs and chart bulletins. 22.5 Understanding RNP Operations. Pilots should have a clear understanding of the aircraft requirements for operation in a given RNP environment, and advise ATC if an equipment failure or other malfunction causes the aircraft to lose its ability to continue operating in the designated RNP airspace. When a pilot determines a specified RNP level cannot be achieved, he/she should be prepared to revise the route, or delay the operation until an appropriate RNP level can be ensured. Some airborne systems use terms other than RNP to indicate the current level of performance. Depending on the airborne system implementation, this may be displayed, and referred to, as actual navigation performance (ANP), estimate of position error (EPE), or other. 22.6 Other RNP Applications Outside the U.S. The FAA, in cooperation with ICAO member states has led initiatives in implementing the RNP concept to oceanic operations. For example, RNP-10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM. Additionally, the FAA has assisted those U.S. air carriers operating in Europe where the routes have been designated as RNP-5. TBL ENR 4.1-7 below, shows examples of current and future RNP levels of airspace. 31 JULY 08 AIP ENR 4.1-41 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition TBL ENR 4.1-7 RNP Levels Supported for International Operations RNP Level Typical Application 4 Projected for oceanic/remote areas where 30 NM horizontal separation is applied 5 European Basic RNAV (B-RNAV) 10 Oceanic/remote areas where 50 NM horizontal separation is applied 22.7 RNAV and RNP Operations 22.7.1 Pilot 22.7.1.1 If unable to comply with the requirements of an RNAV or RNP procedure, pilots must advise air traffic control as soon as possible. For example, “N1234, failure of GPS system, unable RNAV, request amended clearance.” 22.7.1.2 Pilots are not authorized to fly a published RNAV or RNP procedure (instrument approach, departure, or arrival procedure) unless it is retrievable by the procedure name from the aircraft navigation database and conforms to the charted procedure. 22.7.1.3 Whenever possible, RNAV routes (Q-or T-route) should be extracted from the database in their entirety, rather than loading RNAV route waypoints from the database into the flight plan individually. However, selecting and inserting individual, named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. 22.7.1.4 Pilots must not change any database waypoint type from a fly-by to fly-over, or vice versa. No other modification of database waypoints or the creation of user-defined waypoints on published RNAV or RNP procedures is permitted, except to: a) Change altitude and/or airspeed waypoint constraints to comply with an ATC clearance/ instruction. b) Insert a waypoint along the published route to assist in complying with ATC instruction, example, “Descend via the WILMS arrival except cross 30 north of BRUCE at/or below FL 210.” This is limited only to systems that allow along-track waypoint construction. 22.7.1.5 Pilots of FMS-equipped aircraft, who are assigned an RNAV DP or STAR procedure and subsequently receive a change of runway, transition or procedure, shall verify that the appropriate changes are loaded and available for navigation. 22.7.1.6 For RNAV 1 DPs and STARs, pilots must use a CDI, flight director and/or autopilot, in lateral navigation mode. Other methods providing an equivalent level of performance may also be acceptable. 22.7.1.7 For RNAV 1 DPs and STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take-off roll. The use of an automatic or manual runway update is an acceptable means of compliance with this requirement. Other methods providing an equivalent level of performance may also be acceptable. 22.7.1.8 For procedures or routes requiring the use of 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. 22.7.1.9 RNAV terminal procedures (DP and STAR) may be amended by ATC issuing radar vectors and/or clearances direct to a waypoint. Pilots should avoid premature manual deletion of waypoints from their active “legs” page to allow for rejoining procedures. 23. NAVAID Identifier Removal During Maintenance 23.1 During periods of routine or emergency maintenance, coded identification (or code and voice, where applicable) is removed from certain FAA NAVAIDs. Removal of the identification serves as warning to pilots that the facility is officially off the air for tune-up or repair and may be unreliable even though intermittent or constant signals are received. NOTE- During periods of maintenance, VHF ranges may radiate a T-E-S-T code (- _ ___ -). NOTE- DO NOT attempt to fly a procedure that is NOTAMed out of service even if the identification is present. In certain cases, the identification may be transmitted for short periods as part of the testing. 31 JULY 08 AIP ENR 4.1-42 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 24. User Reports on NAVAID Performance 24.1 Users of the National Airspace System can render valuable assistance in the early correction of NAVAID malfunctions by reporting their observation of undesirable performance. Although NAVAIDs are monitored by electronic detectors adverse effects of electronic interference, new obstructions or changes in terrain near the NAVAID can exist without detection by the ground monitors. Some of the characteristics of malfunction or deteriorating performance which should be reported are: erratic course or bearing indications; intermittent, or full, flag alarm; garbled, missing or obviously improper coded identification; poor quality communications reception; or, in the case of frequency interference, an audible hum or tone accompanying radio communications or navaid identification. 24.2 Reporters should identify the NAVAID, location of the aircraft, time of the observation, type of aircraft and describe the condition observed; the type of receivers in use will also be useful information. Reports can be made in any of the following ways: 24.2.1 Immediately, by radio communication to the controlling Air Route Traffic Control Center, Control Tower, or Flight Service Station. This provides the quickest result. 24.2.2 By telephone to the nearest FAA facility. 24.2.3 By FAA Form 8000-7, Safety Improvement Report, a postage-paid card designed for this purpose. These cards may be obtained at FAA Flight Service Stations, Flight Standards District Offices, and General Aviation Fixed Base Operations. 24.3 In aircraft that have more than one receiver, there are many combinations of possible interference between units. This can cause either erroneous navigation indications or, complete or partial blanking out of the communications. Pilots should be familiar enough with the radio installation of particular airplanes they fly to recognize this type of interference. 25. Radio Communications and Navigation Facilities 25.1 A complete listing of air traffic radio communications facilities and frequencies and radio navigation facilities and frequencies are contained in the Airport/Facility Directory. Similar information for the Pacific and Alaskan areas is contained in the Pacific and Alaskan Supplements. 31 JULY 08 AIP ENR 4.2-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 4.2 Special Navigation Systems 1. Doppler Radar 1.1_Doppler Radar is a semiautomatic self-contained dead reckoning navigation system (radar sensor plus computer) which is not continuously dependent on information derived from ground based or external aids. The system employs radar signals to detect and measure ground speed and drift angle, using the aircraft compass system as its directional reference. Doppler is less accurate than INS, however, and the use of an external reference is required for periodic updates if acceptable position accuracy is to be achieved on long range flights. AIP ENR 5.1-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5. NAVIGATION WARNINGS ENR 5.1 Prohibited, Restricted, and Other Areas 1. Special Use Airspace 1.1_General 1.1.1_Special use airspace consists of that airspace wherein activities must be confined because of their nature, or wherein limitations are imposed upon aircraft operations that are not a part of those activities, or both. Except for controlled firing areas, special use airspace areas are depicted on aeronautical charts. 1.1.2_Prohibited and restricted areas are regulatory special use airspace and are established in 14 CFR Part__73 through the rulemaking process. 1.1.3_Warning areas, military operations areas (MOAs), alert areas, and controlled firing areas (CFAs) are nonregulatory special use airspace. See Section ENR 5.2 for information on MOAs, alert areas, and CFAs. 1.1.4_Special use airspace descriptions (except CFAs) are contained in FAA Order 7400.8, Special Use Airspace. 1.1.5_ Special use airspace (except CFAs) are charted on IFR and visual charts and include the hours of operation, altitudes, and the controlling agency. 1.2_Prohibited Areas 1.2.1_Prohibited areas contain airspace of defined dimensions identified by an area on the surface of the earth within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. These areas are published in the Federal Register and are depicted on aeronautical charts. 1.3_Restricted Areas 1.3.1_Restricted areas contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Activities within these areas must be confined because of their nature or limitations imposed upon aircraft operations that are not a part of those activities or both. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. Restricted areas are published in the Federal Register and constitute 14_CFR Part 73. 1.3.2_ATC facilities apply the following procedures when aircraft are operating on an IFR clearance (including those cleared by ATC to maintain VFR-on-top) via a route which lies within joint-use restricted airspace. 1.3.2.1_If the restricted area is not active and has been released to the controlling agency (FAA), the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance for it to do so. 1.3.2.2_If the restricted area is active and has not been released to the controlling agency (FAA), the ATC facility will issue a clearance which will ensure the aircraft avoids the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility. NOTE- The above apply only to joint-use restricted airspace and not to prohibited and nonjoint-use airspace. For the latter categories, the ATC facility will issue a clearance so the aircraft will avoid the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility. 1.3.3_Restricted airspace is depicted on the en route chart appropriate for use at the altitude or flight level being flown. For joint-use restricted areas, the name of the controlling agency is shown on these charts. For all prohibited areas and nonjoint-use restricted areas, unless otherwise requested by the using agency, the phrase _NO A/G" is shown. AIP ENR 5.1-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 1.4_Warning Areas 1.4.1_A warning area is airspace of defined dimensions, extending from three nautical miles outward from the coast of the U.S., that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both. 2. Other Airspace Areas 2.1_National Security Area (NSA) 2.1.1_National Security Areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited by regulation under the provisions of 14_CFR Section 99.7. Regulatory prohibitions will be issued by System Operations, System Operations Airspace and AIM Office, Airspace and Rules, and disseminated via NOTAM. Inquiries about NSAs should be directed to Airspace and Rules. 2.2_Temporary Flight Restrictions 2.2.1_General._This paragraph describes the types of conditions under which the FAA may impose temporary flight restrictions. It also explains which FAA elements have been delegated authority to issue a temporary flight restrictions NOTAM and lists the types of responsible agencies/offices from which the FAA will accept requests to establish temporary flight restrictions. The 14 CFR is explicit as to what operations are prohibited, restricted, or allowed in a temporary flight restrictions area. Pilots are responsible to comply with 14 CFR Sections 91.137, 91.138, 91.141, and 91.143 when conducting flight in an area where a temporary flight restrictions area is in effect, and should check appropriate NOTAMs during flight planning. 2.2.2_The purpose for establishing a temporary flight restrictions area is to: 2.2.2.1_Protect persons and property in the air or on the surface from an existing or imminent hazard associated with an incident on the surface when the presence of low-flying aircraft would magnify, alter, spread, or compound that hazard (14 CFR Section_91.137(a)(1)). 2.2.2.2_Provide a safe environment for the operation of disaster relief aircraft (14 CFR Section_91.137(a)(2)). 2.2.2.3_Prevent an unsafe congestion of sightseeing aircraft above an incident or event which may generate a high degree of public interest (14 CFR Section_91.137(a)(3)). 2.2.2.4_Protect declared national disasters for humanitarian reasons in the State of Hawaii (14_CFR Section_91.138). 2.2.2.5_Protect the President, Vice President, or other public figures (14 CFR Section 91.141). 2.2.2.6_Provide a safe environment for space agency operations (14 CFR Section 91.143). 2.2.3_Except for hijacking situations, when the provisions of 14 CFR Section 91.137(a)(1) or (a)(2) are necessary, a temporary flight restrictions area will only be established by or through the area manager at the Air Route Traffic Control Center (ARTCC) having jurisdiction over the area concerned. A temporary flight restrictions NOTAM involving the conditions of 14_CFR Section 91.137(a)(3) will be issued at the direction of the service area office director having oversight of the airspace concerned. When hijacking situations are involved, a temporary flight restrictions area will be implemented through the TSA Aviation Command Center. The appropriate FAA air traffic element, upon receipt of such a request, will establish a temporary flight restrictions area under 14_CFR Section_91.137(a)(1). 2.2.4_The FAA accepts recommendations for the establishment of a temporary flight restrictions area under 14 CFR Section 91.137(a)(1) from military major command headquarters, regional directors of the Office of Emergency Planning, Civil Defense State Directors, State Governors, or other similar authority. For the situations involving 14 CFR Section 91.137(a)(2), the FAA accepts recommendations from military commanders serving as regional, subregional, or Search and Rescue (SAR) coordinators; by military commanders directing or coordinating air operations associated with disaster relief; or by civil authorities directing or coordinating organized relief air operations (includes representatives of the Office of Emergency Planning, U.S. Forest Service, and State aeronautical agencies). Appropriate AIP ENR 5.1-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition authorities for a temporary flight restrictions establishment under 14 CFR Section_91.137(a)(3) are any of those listed above or by State, county, or city government entities. 2.2.5_The type of restrictions issued will be kept to a minimum by the FAA consistent with achievement of the necessary objective. Situations which warrant the extreme restrictions of 14 CFR Section_91.137(a)(1) include, but are not limited to: toxic gas leaks or spills, flammable agents, or fumes which if fanned by rotor or propeller wash could endanger persons or property on the surface, or if entered by an aircraft could endanger persons or property in the air; imminent volcano eruptions which could endanger airborne aircraft and occupants; nuclear accident or incident; and hijackings. Situations which warrant the restrictions associated with 14 CFR Section_91.137(a)(2) include: forest fires which are being fought by releasing fire retardants from aircraft; and aircraft relief activities following a disaster (earthquake, tidal wave, flood, etc.). 14 CFR Section_91.137 (a)(3) restrictions are established for events and incidents that would attract an unsafe congestion of sightseeing aircraft. 2.2.6_The amount of airspace needed to protect persons and property or provide a safe environment for rescue/relief aircraft operations is normally limited to within 2,000 feet above the surface and within a 3-nautical-mile radius. Incidents occurring within Class B, Class_C, or Class D airspace will normally be handled through existing procedures and should not require the issuance of a temporary flight restrictions NOTAM. Temporary flight restrictions affecting airspace outside of the U.S. and its territories and possessions are issued with verbiage excluding that airspace outside of the 12-mile coastal limits. 2.2.7_The FSS nearest the incident site is normally the _coordination facility." When FAA communications assistance is required, the designated FSS will function as the primary communications facility for coordination between emergency control authorities and affected aircraft. The ARTCC may act as liaison for the emergency control authorities if adequate communications cannot be established between the designated FSS and the relief organization. For example, the coordination facility may relay authorizations from the on-scene emergency response official in cases where news media aircraft operations are approved at the altitudes used by relief aircraft. 2.2.8_ATC may authorize operations in a temporary flight restrictions area under its own authority only when flight restrictions are established under 14_CFR Section 91.137(a)(2) and (a)(3). The appropriate ARTCC/airport traffic control tower manager will, however, ensure that such authorized flights do not hamper activities or interfere with the event for which restrictions were implemented. However, ATC will not authorize local IFR flights into the temporary flight restrictions area. 2.2.9_To preclude misunderstanding, the implementing NOTAM will contain specific and formatted information. The facility establishing a temporary flight restrictions area will format a NOTAM beginning with the phrase _FLIGHT RESTRIC- TIONS" followed by: the location of the temporary flight restrictions area; the effective period; the area defined in statute miles; the altitudes affected; the FAA coordination facility and commercial telephone number; the reason for the temporary flight restrictions; the agency directing any relief activities and its commercial telephone number; and other information considered appropriate by the issuing authority. EXAMPLE- 1._14 CFR Section 91.137(a)(1): The following NOTAM prohibits all aircraft operations except those specified in the NOTAM. FLIGHT RESTRICTIONS MATTHEWS, VIRGINIA, EFFECTIVE IMMEDIATELY UNTIL 9610211200. PURSUANT TO 14 CFR SECTION 91.137(A)(1) TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT. RESCUE OPERATIONS IN PROGRESS. ONLY RELIEF AIRCRAFT OPERATIONS UNDER THE DIRECTION OF THE DEPARTMENT OF DEFENSE ARE AUTHORIZED IN THE AIRSPACE AT AND BELOW 5,000 FEET MSL WITHIN A 2-NAUTICAL-MILE RADIUS OF LASER AFB, MATTHEWS, VIRGINIA. COMMANDER, LASER AFB, IN CHARGE (897) 946-5543 (122.4). STEENSON FSS (792) 555-6141 (123.1) IS THE FAA COORDINATION FACILITY . 2._14 CFR Section 91.137(a)(2): The following NOTAM permits flight operations in accordance with 14 CFR Section 91.137(a)(2). The on-site_emergency response official to authorize media AIP ENR 5.1-4 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition aircraft operations below the altitudes used by the relief aircraft. FLIGHT RESTRICTIONS 25 MILES EAST OF BRANSOME, IDAHO, EFFECTIVE IMMEDIATELY UNTIL 9601202359 UTC. PURSUANT TO 14_CFR SECTION_91.137(A)(2) TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT WITHIN A 4-NAUTICAL-MILE RADIUS OF THE INTERSECTION OF COUNTY ROADS 564 AND 315 AT AND BELOW 3,500 FEET MSL TO PROVIDE A SAFE ENVIRONMENT FOR FIRE FIGHTING AIRCRAFT OPERATIONS. DAVIS COUNTY SHERIFF’S DEPARTMENT (792) 555-8122 (122.9) IS IN CHARGE OF ON-SCENE EMERGENCY RESPONSE ACTIVITIES. GLIVINGS FSS (792) 555-1618 (122.2) IS THE FAA COORDINATION FACILITY. 3._14 CFR Section 91.137(a)(3): The following NOTAM prohibits sightseeing aircraft operations. FLIGHT RESTRICTIONS BROWN, TENNESSEE, DUE TO OLYMPIC ACTIVITY. EFFECTIVE 9606181100 UTC UNTIL 9607190200 UTC. PURSUANT TO 14 CFR SECTION 91.137(A)(3) TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT WITHIN A 3-NAUTICAL-MILE RADIUS OF N355783/W835242 AND VOLUNTEER VORTAC 019 DEGREE RADIAL 3.7 DME FIX AT AND BELOW 2,500 FEET MSL. NORTON FSS (423) 555-6742 (126.6) IS THE FAA COORDINATION FACILITY. 4._14 CFR Section 91.138: The following NOTAM prohibits all aircraft except those operating under the authorization of the official in charge of associated emergency or disaster relief response activities, aircraft carrying law enforcement officials, aircraft carrying personnel involved in an emergency or legitimate scientific purposes, carrying properly accredited news media, and aircraft operating in accordance with an ATC clearance or instruction. FLIGHT RESTRICTIONS KAPALUA, HAWAII, EFFECTIVE 9605101200 UTC UNTIL 9605151500 UTC. PURSUANT TO 14 CFR SECTION 91.138 TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT WITHIN A 3-NAUTICAL-MILE RADIUS OF N205778/W1564038 AND MAUI /OGG/ VORTAC 275 DEGREE RADIAL AT 14.1 NAUTICAL MILES. JOHN DOE 808-757-4469 OR 122.4 IS IN CHARGE OF THE OPERATION. HONOLULU /HNL/ 808- 757-4470 (123.6) AFSS IS THE FAA COORDINATION FACILITY. 5._14 CFR Section 91.141: The following NOTAM prohibits all aircraft. FLIGHT RESTRICTIONS STILLWATER, OKLAHOMA, JUNE 21, 1996. PURSUANT TO 14 CFR SECTION 91.141 AIRCRAFT FLIGHT OPERATIONS ARE PROHIBITED WITHIN A 3-NAUTICAL-MILE RADIUS, BELOW 2000 FEET AGL OF N360962/ W970515 AND THE STILLWATER /SWO/ VOR/DME 176 DEGREE RADIAL 3.8-NAUTICAL-MILE FIX FROM 1400 LOCAL TIME TO 1700 LOCAL TIME JUNE 21, 1996 UNLESS OTHERWISE AUTHORIZED BY ATC. 6._14 CFR Section 91.143: The following NOTAM prohibits any aircraft of U.S. registry, or pilot of any aircraft under the authority of an airman certificate issued by the FAA. KENNEDY SPACE CENTER SPACE OPERATIONS AREA EFFECTIVE IMMEDIATELY UNTIL 9610152100 UTC. PURSUANT TO SECTION_91.143, FLIGHT OPERATIONS CONDUCTED BY FAA CERTIFICATED PILOTS OR CONDUCTED IN AIRCRAFT OF U.S. REGISTRY ARE PROHIBITED AT ANY ALTITUDE FROM SURFACE TO UNLIMITED, WITHIN THE FOLLOWING AREA 30-NAUTICAL-MILE RADIUS OF THE MELBOURNE /MLB/ VORTAC 010 DEGREE RADIAL 21-NAUTICAL-MILE FIX. ST. PETERSBURG, FLORIDA, /PIE/ AFSS 813-545-1645 (122.2) IS THE FAA COORDINATION FACILITY AND SHOULD BE CONTACTED FOR THE CURRENT STATUS OF ANY AIRSPACE ASSOCIATED WITH THE SPACE SHUTTLE OPERATIONS. THIS AIRSPACE ENCOMPASSES R2933, R2932, R2931, R2934, R2935, W497A AND W158A. ADDITIONAL WARNING AND RESTRICTED AREAS WILL BE ACTIVE IN CONJUNCTION WITH THE OPERATIONS. PILOTS SHALL CONSULT ALL NOTAMS REGARDING THIS OPERATION. 2.3_Parachute Jump Aircraft Operations 2.3.1_Procedures relating to parachute jump areas are contained in 14 CFR Part 105. Tabulations of parachute jump areas in the U.S. are contained in the Airport/Facility Directory. 2.3.2_Pilots of aircraft engaged in parachute jump operations are reminded that all reported altitudes must be with reference to mean sea level, or flight level, as appropriate, to enable ATC to provide meaningful traffic information. AIP ENR 5.1-5 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 2.3.3_Parachute Operations in the Vicinity of an Airport Without an Operating Control Tower. There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots conducting parachute operations be alert, look for other traffic, and exchange traffic information as recommended in GEN 3.3, paragraph 9.2, Traffic Advisory Practices at Airports Without Operating Control Towers. In addition, pilots should avoid releasing parachutes while in an airport traffic pattern when there are other aircraft in that pattern. Pilots should make appropriate broadcasts on the designated Common Traffic Advisory Frequency (CTAF), and monitor that CTAF until all parachute activity has terminated or the aircraft has left the area. Prior to commencing a jump operation, the pilot should broadcast the aircraft’s altitude and position in relation to the airport, the approximate relative time when the jump will commence and terminate, and listen to the position reports of other aircraft in the area. AIP ENR 5.2-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.2 Military Exercise and Training Areas 1. Military Operations Area (MOA) 1.1_MOAs consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever a MOA is being used, nonparticipating IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipating IFR traffic. 1.2_Examples of activities conducted in MOAs include, but are not limited to: air combat tactics, air intercepts, aerobatics, formation training, and low-altitude tactics. Military pilots flying in an active MOA are exempted from the provisions of 14_CFR Section 91.303(c) and (d) which prohibits aerobatic flight within Class D and Class E surface areas, and within Federal airways. Additionally, the Department of Defense has been issued an authorization to operate aircraft at indicated airspeeds in excess of 250_knots below 10,000 feet MSL within active MOAs. 1.3_Pilots operating under VFR should exercise extreme caution while flying within a MOA when military activity is being conducted. The activity status (active/inactive) of MOAs may change frequently. Therefore, pilots should contact any FSS within 100 miles of the area to obtain accurate real-time information concerning the MOA hours of operation. Prior to entering an active MOA, pilots should contact the controlling agency for traffic advisories. 1.4_MOAs are depicted on Sectional, VFR Terminal Area, and En Route Low Altitude Charts. 2. Alert Areas 2.1_Alert Areas are depicted on aeronautical charts to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should be particularly alert when flying in these areas. All activity within an Alert Area shall be conducted in accordance with FAA regulations, without waiver, and pilots of participating aircraft as well as pilots transiting the area shall be equally responsible for collision avoidance. 3. Controlled Firing Area (CFA) 3.1_CFAs contain activities which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The distinguishing feature of the CFA, as compared to other special use airspace, is that its activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path. 4. Military Training Route (MTR) 4.1_National security depends largely on the deterrent effect of our airborne military forces. To be proficient, the military services must train in a wide range of airborne tactics. One phase of this training involves _low level" combat tactics. The required maneuvers and high speeds are such that they may occasionally make the see-and-avoid aspect of VFR flight more difficult without increased vigilance in areas containing such operations. In an effort to ensure the greatest practical level of safety for all flight operations, the MTR program was conceived. 4.2_The MTR program is a joint venture by the FAA and the DOD. MTRs are mutually developed for use by the military for the purpose of conducting low-altitude, high-speed training. The routes above 1,500 feet above ground level (AGL) are developed to be flown, to the maximum extent possible, under IFR. The routes at 1,500 feet AGL and below are generally developed to be flown under VFR. 4.3_Generally, MTRs are established below 10,000_feet MSL for operations at speeds in excess of 250 knots. However, route segments may be defined at higher altitudes for purposes of route continuity. For example, route segments may be defined for descent, climbout, and mountainous terrain. There are IFR and VFR routes as follows: 4.3.1_IFR Military Training Routes-IR._Operations on these routes are conducted in accordance with IFR regardless of weather conditions. AIP ENR 5.2-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 4.3.2_VFR Military Training Routes-VR._Operations on these routes are conducted in accordance with VFR except flight visibility shall be 5 miles or more; and flights shall not be conducted below a ceiling of less than 3,000 feet AGL. 4.4_MTRs will be identified and charted as follows: 4.4.1_Route Identification 4.4.1.1_MTRs with no segment above 1,500 feet AGL shall be identified by four number characters; e.g., IR1206, VR1207. 4.4.1.2_MTRs that include one or more segments above 1,500 feet AGL shall be identified by three number characters; e.g., IR206, VR207. 4.4.1.3_Alternate IR/VR routes or route segments are identified by using the basic/principal route designation followed by a letter suffix, e.g., IR008A, VR1007B, etc. 4.4.2_Route Charting 4.4.2.1_IFR Low Altitude En Route Chart._This chart will depict all IR routes and all VR routes that accommodate operations above 1,500 feet AGL. 4.4.2.2_VFR Sectional Charts._These charts will depict military training activities such as IR, VR, MOA, restricted area, warning area, and alert area information. 4.4.2.3_Area Planning (AP/1B) Chart (DOD Flight Information Publication-FLIP)._This chart is published by the DOD primarily for military users and contains detailed information on both IR and VR routes. 4.5_The FLIP contains charts and narrative descriptions of these routes. This publication is available to the general public by single copy or annual subscription from: National Aeronautical Charting Office (NACO) Distribution Division Federal Aviation Administration 6501 Lafayette Avenue Riverdale, MD 20737-1199 Toll free phone:_1-800-638-8972 Commercial:_301-436-8301 4.5.4_This DOD FLIP is available for pilot briefings at FSSs and many airports. 4.6_Nonparticipating aircraft are not prohibited from flying within an MTR; however, extreme vigilance should be exercised when conducting flight through or near these routes. Pilots should contact FSSs within 100 NM of a particular MTR to obtain current information or route usage in their vicinity. Information available includes times of scheduled activity, altitudes in use on each route segment, and actual route width. Route width varies for each MTR and can extend several miles on either side of the charted MTR centerline. Route width information for IR and VR MTRs is also available in the FLIP AP/1B along with additional MTR (SR/AR) information. When requesting MTR information, pilots should give the FSS their position, route of flight, and destination in order to reduce frequency congestion and permit the FSS specialist to identify the MTR which could be a factor. AIP ENR 5.3-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.3 [RESERVED] AIP ENR 5.4-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.4 [RESERVED] AIP ENR 5.5-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.5 [RESERVED] AIP ENR 5.6-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.6 Bird Migration and Areas With Sensitive Fauna 1. Migratory Bird Activity 1.1_Bird strike risk increases because of bird migration during the months of March through April and August through November. 1.2_The altitudes of migrating birds vary with winds aloft, weather fronts, terrain elevations, cloud conditions, and other environmental variables. While over 90 percent of the reported bird strikes occur at or below 3,000 feet AGL, strikes at higher altitudes are common during migration. Ducks and geese are frequently observed up to 7,000 feet AGL and pilots are cautioned to minimize en route flying at lower altitudes during migration. 1.3_Considered the greatest potential hazard to aircraft because of their size, abundance, or habit of flying in dense flocks are gulls, waterfowl, vultures, hawks, owls, egrets, blackbirds, and starlings. Four major migratory flyways exist in the U.S. The Atlantic Flyway parallels the Atlantic coast, the Mississippi Flyway stretches from Canada through the Great Lakes and follows the Mississippi River. The Central Flyway represents a broad area east of the Rockies, stretching from Canada through Central America. The Pacific Flyway follows the west coast and overflies major parts of Washington, Oregon, and California. There are also numerous smaller flyways which cross these major north-south migratory routes. 2. Reducing Bird Strike Risks 2.1_The most serious strikes are those involving ingestion into an engine (turboprop and turbine jet engines) or windshield strikes. These strikes can result in emergency situations requiring prompt action by the pilot. 2.2_Engine ingestions may result in sudden loss of power or engine failure. Review engine out procedures, especially when operating from airports with known bird hazards or when operating near high bird concentrations. 2.3_Windshield strikes have resulted in pilots experiencing confusion, disorientation, loss of communications, and aircraft control problems. Pilots are encouraged to review their emergency procedures before flying in these areas. 2.4_When encountering birds en route, climb to avoid collision because birds in flocks generally distribute themselves downward, with lead birds being at the highest altitude. 2.5_Avoid overflight of known areas of bird concentration and flying low altitudes during bird migration. Charted wildlife refuges and other natural areas contain unusually high local concentration of birds which may create a hazard to aircraft. 3. Reporting Bird Strikes 3.1_Pilots are urged to report any bird or other wildlife strike using FAA Form 5200-7, Bird/Other Wildlife Strike Report (FIG ENR 5.6-1). Forms are available at any FSS or any FAA Regional Office. Wildlife strikes can also be reported electronically at: http://wildlife-mitigation.tc.faa.gov. The data derived from these reports are used to develop standards to cope with this potential hazard to aircraft and for documentation of necessary habitat control on airports. 4. Reporting Bird and Other Wildlife Activities 4.1_If you observe birds or other animals on or near the runway, request airport management to disperse the wildlife before taking off. Also contact the nearest FAA ARTCC, FSS, or tower (including non-Federal towers) regarding large flocks of birds and report the: 4.1.1_Geographic location. 4.1.2_Bird type (geese, ducks, gulls, etc.). 4.1.3_Approximate numbers. 4.1.4_Altitude. 4.1.5_Direction of bird flight path. AIP ENR 5.6-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 5. Pilot Advisories on Bird and Other Wildlife Hazards 5.1_Many airports advise pilots of other wildlife hazards caused by large animals on the runway through the Airport/Facility Directory and the NOTAM system. Collisions between landing and departing aircraft with animals on the runway are increasing and are not limited to rural airports. These accidents have also occurred at several major airports. Pilots should exercise extreme caution when warned of the presence of wildlife on and in the vicinity of airports. If in close proximity to movement areas you observe deer or other large animals, advise the FSS, tower, or airport management. 6. Flights Over Charted U.S. Wildlife Refuges, Parks, and Forest Service Areas 6.1_The landing of aircraft is prohibited on lands or waters administered by the National Park Service, U.S. Fish and Wildlife Service, or U.S. Forest Service without authorization from the respective agency. Exceptions include (1) when forced to land due to an emergency beyond the control of the operator, (2) at officially designated landing sites, or (3) an approved official business of the Federal Government. 6.2_All pilots are requested to maintain a minimum altitude of 2,000 feet above the terrain of the following: National Parks, Monuments, Seashores, Lakeshores, Recreation Areas and Scenic Riverways administered by the National Park Service, National Wildlife Refuges, Big Game Refuges, Game Ranges, and Wildlife Ranges administered by the U.S. Fish and Wildlife Service, and Wilderness and Primitive Areas administered by the U.S. Forest Service. NOTE- FAA Advisory Circular 91-36, Visual Flight Rules (VFR) Flight Near Noise-sensitive Areas, defines the surface of a national park area (including parks, forests, primitive areas, wilderness areas, recreational areas, national seashores, national monuments, national lakeshores, and national wildlife refuge and range areas) as: _The highest terrain within 2,000 feet laterally of the route of flight, or the upper-most rim of a canyon or valley." 6.3_Federal statutes prohibit certain types of flight activity and/or provide altitude restrictions over designated U.S. Wildlife Refuges, Parks, and Forest Service Areas. These designated areas are charted on Sectional Charts, for example: Boundary Waters Canoe Wilderness Areas, Minnesota; Haleakala National Park, Hawaii; Yosemite National Park, California; and Grand Canyon National Park, Arizona, 6.4_Federal regulations also prohibit airdrops by parachute or other means of persons, cargo, or objects from aircraft on lands administered by the three agencies without authorization from the respective agency. Exceptions include: (1) emergencies involving the safety of human life or (2) threat of serious property loss. AIP ENR 5.6-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG ENR 5.6-1 Bird/Other Wildlife Strike Report AIP ENR 5.7-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 5.7 Potential Flight Hazards 1. Accident Causal Factors 1.1 The ten most frequent cause factors for General Aviation Accidents in 1992 that involve the pilot in command are: 1.1.1 Inadequate preflight preparation and/or planning. 1.1.2 Failure to obtain/maintain flying speed. 1.1.3 Failure to obtain/maintain flying speed. 1.1.4 Failure to maintain direction control. 1.1.5 Improper level off. 1.1.6 Failure to see and avoid objects or obstructions. 1.1.7 Mismanagement of fuel. 1.1.8 Improper in-flight decisions or planning. 1.1.9 Misjudgment of distance and speed. 1.1.10 Selection of unsuitable terrain. 1.1.11 Improper operation of flight controls. 1.2 The above factors have continued to plague General Aviation pilots over the years. This list remains relatively stable and points out the need for continued refresher training to establish a higher level of flight proficiency for all pilots. A part of the FAA’s continuing effort to promote increased aviation safety is the Aviation Safety Program. For information on the FAA’s Aviation Safety Program, readers can contact their nearest Flight Standards District Office’s Safety Program Manager. 1.3 Be alert at all times, especially when the weather is good. Most pilots pay attention to business when they are operating in full IFR weather conditions, but strangely, air collisions almost invariably have occurred under ideal weather conditions. Unlimited visibility appears to encourage a sense of security which is not at all justified. Considerable information of value may be obtained by listening to advisories being issued in the terminal area, even though controller workload may prevent a pilot from obtaining individual service. 1.4 If you think another aircraft is too close to you, give way instead of waiting for the other pilot to respect the right-of-way to which you may be entitled. It is a lot safer to pursue the right-of-way angle after you have completed your flight. 2. VFR In Congested Area 2.1 A high percentage of near midair collisions occur below 8,000 feet AGL and within 30 miles of an airport. When operating VFR in highly congested areas, whether you intend to land at an airport within the area or are just flying through, it is recommended that extra vigilance be maintained and that you monitor an appropriate control frequency. Normally the appropriate frequency is an approach control frequency. By such monitoring action you can “get the picture” of the traffic in your area. When the approach controller has radar, traffic advisories may be given to VFR pilots who request them, subject to the provisions included in ENR 1.1, paragraph 37.10.4, Radar Traffic Information Service (RTIS). 3. Obstructions to Flight 3.1 General 3.1.1 Many structures exist that could significantly affect the safety of your flight when operating below 500 feet above ground level (AGL), and particularly below 200 feet AGL. While 14 CFR Section 91.119 allows flight below 500 AGL when over sparsely populated areas or open water, such operations are very dangerous. At and below 200 feet AGL there are numerous power lines, antenna towers, etc., that are not marked and lighted as obstructions and therefore may not be seen in time to avoid a collision. Notices to Airmen (NOTAMs) are issued on those lighted structures experiencing temporary light outages. However, some time may pass before the FAA is notified of these outages, and the NOTAM issued, thus pilot vigilance is imperative. 3.2 Antenna Towers 3.2.1 Extreme caution should be exercised when flying less that 2,000 feet above ground level (AGL) because of numerous skeletal structures, such as radio and television antenna towers, that exceed 1,000 feet AGL with some extending higher than 2,000 feet AGL. Most skeletal structures are supported by guy wires which are very difficult to see in good weather and can be invisible at dusk or during periods of reduced visibility. These wires can extend AIP ENR 5.7-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition about 1,500 feet horizontally from a structure; therefore, all skeletal structures should be avoided horizontally by at least 2,000 feet. Additionally, new towers may not be on your current chart because the information was not received prior to the printing of the chart. 3.3 Overhead Wires 3.3.1 Overhead transmission and utility lines often span approaches to runways, natural flyways such as lakes, rivers, gorges, and canyons, and cross other landmarks pilots frequently follow such as highways, railroad tracks, etc. As with antenna towers, these high voltage/power lines or the supporting structures of these lines may not always be readily visible and the wires may be virtually impossible to see under certain conditions. In some locations, the supporting structures of overhead transmission lines are equipped with unique sequence flashing white strobe light systems to indicate that there are wires between the structures. However, many power lines do not require notice to the FAA and, therefore, are not marked and/or lighted. Many of those that do require notice do not exceed 200 feet AGL or meet the Obstruction Standard of 14 CFR Part 77 and, therefore, are not marked and/or lighted. All pilots are cautioned to remain extremely vigilant for these power lines or their supporting structures when following natural flyways or during the approach and landing phase. This is particularly important for seaplane and/or float equipped aircraft when landing on, or departing from, unfamiliar lakes or rivers. 3.4 Other Objects/Structures 3.4.1 There are other objects or structures that could adversely affect your flight such as construction cranes near an airport, newly constructed buildings, new towers, etc. Many of these structures do not meet charting requirements or may not yet be charted because of the charting cycle. Some structures do not require obstruction marking and/or lighting and some may not be marked and lighted even though the FAA recommended it. 4. Avoid Flight Beneath Unmanned Balloons 4.1 The majority of unmanned free balloons currently being operated have, extended below them, either a suspension device to which the payload or instrument package is attached, or a trailing wire antenna, or both. In many instances these balloon subsystems may be invisible to the pilot until his/her aircraft is close to the balloon, thereby creating a potentially dangerous situation. Therefore, good judgment on the part of the pilot dictates that aircraft should remain well clear of all unmanned free balloons and flight below then should be avoided at all times. 4.2 Pilots are urged to report any unmanned free balloons sighted to the nearest FAA ground facility with which communication is established. Such information will assist FAA ATC facilities to identify and flight follow unmanned free balloons operating in the airspace. 5. Unmanned Aircraft 5.1 Unmanned Aircraft Systems (UAS), formerly referred to as “Unmanned Aerial Vehicles” (UAVs) or “drones,” are having an increasing operational presence in the NAS. Once the exclusive domain of the military, UAS are now being operated by various entities. Although these aircraft are “unmanned,” UAS are flown by a remotely located pilot and crew. Physical and performance characteristics of unmanned aircraft (UA) vary greatly and unlike model aircraft that typically operate lower than 400 feet AGL, UA may be found operating at virtually any altitude and any speed. Sizes of UA can be as small as several pounds to as large as a commercial transport aircraft. UAS come in various categories including airplane, rotorcraft, powered-lift (tilt- rotor), and lighter-than-air. Propulsion systems of UAS include a broad range of alternatives from piston powered and turbojet engines to battery and solar-powered electric motors. 5.2 To ensure segregation of UAS operations from other aircraft, the military typically conducts UAS operations within restricted or other special use airspace. However, UAS operations are now being approved in the NAS outside of special use airspace through the use of FAA-issued Certificates of Waiver or Authorization (COA) or through the issuance of a special airworthiness certificate. COA and special airworthiness approvals authorize UAS flight operations to be contained within specific geographic boundaries and altitudes, usually require coordination with an ATC facility, and typically require the issuance of a NOTAM describing the operation to be conducted. UAS approvals also require observers to provide “see-and-avoid” capability to the UAS crew and to provide the necessary compliance with 14 CFR Section 91.113. For UAS operations approved at or 31 JULY 08 AIP ENR 5.7-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition above FL180, UAS operate under the same requirements as that of manned aircraft (i.e., flights are operated under instrument flight rules, are in communication with ATC, and are appropriately equipped).

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5.3 UAS operations may be approved at either controlled or uncontrolled airports and are typically disseminated by NOTAM. In all cases, approved UAS operations shall comply with all applicable regulations and/or special provisions specified in the COA or in the operating limitations of the special airworthiness certificate. At uncontrolled airports, UAS operations are advised to operate well clear of all known manned aircraft operations. Pilots of manned aircraft are advised to follow normal operating procedures and are urged to monitor the CTAF for any potential UAS activity. At controlled airports, local ATC procedures may be in place to handle UAS operations and should not require any special procedures from manned aircraft entering or departing the traffic pattern or operating in the vicinity of the airport.

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5.4 In addition to approved UAS operations described above, a recently approved agreement between the FAA and the Department of Defense authorizes small UAS operations wholly contained within Class G airspace, and in no instance, greater than 1200 feet AGL over military owned or leased property. These operations do not require any special authorization as long as the UA remains within the lateral boundaries of the military installation as well as other provisions including the issuance of a NOTAM. Unlike special use airspace, these areas may not be depicted on an aeronautical chart. 5.5 There are several factors a pilot should consider regarding UAS activity in an effort to reduce potential flight hazards. Pilots are urged to exercise increased vigilance when operating in the vicinity of restricted or other special use airspace, military operations areas, and any military installation. Areas with a preponderance of UAS activity are typically noted on sectional charts advising pilots of this activity. Since the size of a UA can be very small, they may be difficult to see and track. If a UA is encountered during flight, as with manned aircraft, never assume that the pilot or crew of the UAS can see you, maintain increased vigilance with the UA and always be prepared for evasive action if necessary. Always check NOTAMs for potential UAS activity along the intended route of flight and exercise increased vigilance in areas specified in the NOTAM. 6. Mountain Flying 6.1 Your first experience of flying over mountainous terrain (particularly if most of your flight time has been over the flatlands of the midwest) could be a never-to-be-forgotten nightmare if proper planning is not done and if you are not aware of the potential hazards awaiting. Those familiar section lines are not present in the mountains; those flat, level fields for forced landings are practically nonexistent; abrupt changes in wind direction and velocity occur; severe updrafts and downdrafts are common, particularly near or above abrupt changes of terrain such as cliffs or rugged areas; even the clouds look different and can build up with startling rapidity. Mountain flying need not be hazardous if you follow the recommendations below: 6.1.1 File a Flight Plan. Plan your route to avoid topography which would prevent a safe forced landing. The route should be over populated areas and well known mountain passes. Sufficient altitude should be maintained to permit gliding to a safe landing in the event of engine failure. 6.1.2 Don’t fly a light aircraft when the winds aloft, at your proposed altitude, exceed 35 miles per hour. Expect the winds to be of much greater velocity over mountain passes than reported a few miles from them. Approach mountain passes with as much altitude as possible. Downdrafts of from 1,500 to 2,000 feet per minute are not uncommon on the leeward side. 6.1.3 Don’t fly near or above abrupt changes in terrain. Severe turbulence can be expected, especially in high wind conditions. 6.1.4 Understand Mountain Obscuration. The term Mountain Obscuration (MTOS) is used to describe a visibility condition that is distinguished from IFR because ceilings, by definition, are described as “above ground level” (AGL). In mountainous terrain clouds can form at altitudes significantly higher than the weather reporting station and at the same time nearby mountaintops may be obscured by low visibility. In these areas the ground level can also vary greatly over a small area. Beware if operating VFR-on-top. You could be operating closer to the terrain than you think because 31 JULY 08 AIP ENR 5.7-4 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition the tops of mountains are hidden in a cloud deck below. MTOS areas are identified daily on The Aviation Weather Center located at: http://www.aviationweather.gov. 6.2 Some canyons run into a dead end. Don’t fly so far up a canyon that you get trapped. ALWAYS BE ABLE TO MAKE A 180 DEGREE TURN. 6.3 VFR flight operations may be conducted at night in mountainous terrain with the application of sound judgment and common sense. Proper pre-flight planning, giving ample consideration to winds and weather, knowledge of the terrain and pilot experience in mountain flying are prerequisites for safety of flight. Continuous visual contact with the surface and obstructions is a major concern and flight operations under an overcast or in the vicinity of clouds should be approached with extreme caution. 6.4 When landing at a high altitude field, the same indicated airspeed should be used as at low elevation fields. Remember: that due to the less dense air at altitude, this same indicated airspeed actually results in a higher true airspeed, a faster landing speed, and more important, a longer landing distance. During gusty wind conditions which often prevail at high altitude fields, a power approach and power landing is recommended. Additionally, due to the faster groundspeed, your takeoff distance will increase considerably over that required at low altitudes. 6.5 Effects of Density Altitude. Performance figures in the aircraft owner’s handbook for length of takeoff run, horsepower, rate of climb, etc., are generally based on standard atmosphere conditions (59°F, pressure 29.92 inches of mercury) at sea level. However, inexperienced pilots as well as experienced pilots may run into trouble when they encounter an altogether different set of conditions. This is particularly true in hot weather and at higher elevations. Aircraft operations at altitudes above sea level and at higher than standard temperatures are commonplace in mountainous area. Such operations quite often result in a drastic reduction of aircraft performance capabilities because of the changing air density. Density altitude is a measure of air density. It is not to be confused with pressure altitude -true altitude or absolute altitude. It is not to be used as a height reference, but as a determining criteria in the performance capability of an aircraft. Air density decreases with altitude. As air density decreases, density altitude increases. The further effects of high temperature and high humidity are cumulative, resulting in an increasing high density altitude condition. High density altitude reduces all aircraft performance parameters. To the pilot, this means that the normal horsepower output is reduced, propeller efficiency is reduced and a higher true airspeed is required to sustain the aircraft throughout its operating parameters. It means an increase in runway length requirements for takeoff and landings, and a decreased rate of climb. An average small airplane, for example, requiring 1,000 feet for takeoff at sea level under standard atmospheric conditions will require a takeoff run of approximately 2,000 at an operational altitude of 5,000 feet. NOTE- A turbo-charged aircraft engine provides some slight advantage in that it provides sea level horsepower up to a specified altitude above sea level. 6.6 Density Altitude Advisories. At airports with elevations of 2,000 feet and higher, control towers and FSSs will broadcast the advisory “Check Density Altitude” when the temperature reaches a predetermined level. These advisories will be broadcast on appropriate tower frequencies or, where available, ATIS. FSSs will broadcast these advisories as a part of Airport Advisory Service, and on TWEB. 6.6.1 These advisories are provided by air traffic facilities, as a reminder to pilots that high temperatures and high field elevations will cause significant changes in aircraft characteristics. The pilot retains the responsibility to compute density altitude, when appropriate, as a part of preflight duties. NOTE- All FSSs will compute the current density altitude upon request. 7. Use of Runway Half-way Signs at Unimproved Airports 7.1 When installed, runway half-way signs provide the pilot with a reference point to judge takeoff acceleration trends. Assuming that the runway length is appropriate for takeoff (considering runway condition and slope, elevation, aircraft weight, wind, and temperature), typical takeoff acceleration should allow the airplane to reach 70 percent of lift-off airspeed by the midpoint of the runway. The “rule of 31 JULY 08 AIP ENR 5.7-5 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition thumb” is that should airplane acceleration not allow the airspeed to reach this value by the midpoint, the takeoff should be aborted, as it may not be possible to liftoff in the remaining runway. 7.2 Several points are important when considering using this “rule of thumb”: 7.2.1 Airspeed indicators in small airplanes are not required to be evaluated at speeds below stalling, and may not be usable at 70 percent of liftoff airspeed. 7.2.2 This “rule of thumb” is based on a uniform surface condition. Puddles, soft spots, areas of tall and/or wet grass, loose gravel, etc., may impede acceleration or even cause deceleration. Even if the airplane achieves 70 percent of liftoff airspeed by the midpoint, the condition of the remainder of the runway may not allow further acceleration. The entire length of the runway should be inspected prior to takeoff to ensure a usable surface. 7.2.3 This “rule of thumb” applies only to runway required for actual liftoff. In the event that obstacles affect the takeoff climb path, appropriate distance must be available after liftoff to accelerate to best angle of climb speed and to clear the obstacles. This will, in effect, require the airplane to accelerate to a higher speed by midpoint, particularly if the obstacles are close to the end of the runway. In addition, this technique does not take into account the effects of upslope or tailwinds on takeoff performance. These factors will also require greater acceleration than normal and, under some circumstances, prevent takeoff entirely. 7.2.4 Use of this “rule of thumb” does not alleviate the pilot’s responsibility to comply with applicable Federal Aviation Regulations, the limitations and performance data provided in the FAA approved Airplane Flight Manual (AFM), or, in the absence of an FAA approved AFM, other data provided by the aircraft manufacturer. 7.3 In addition to their use during takeoff, runway half-way signs offer the pilot increased awareness of his or her position along the runway during landing operations. NOTE- No FAA standard exists for the appearance of the runway half-way sign. FIG ENR 5.7-1 shows a graphical depiction of a typical runway half-way sign. FIG ENR 5.7-1 Typical Runway Half-way Sign 8. Mountain Wave 8.1 Many pilots go all their lives without understanding what a mountain wave is. Quite a few have lost their lives because of this lack of understanding. One need not be a licensed meteorologist to understand the mountain wave phenomenon. 8.2 Mountain waves occur when air is being blown over a mountain range or even the ridge of a sharp bluff area. As the air hits the upwind side of the range, it starts to climb, thus creating what is generally a smooth updraft which turns into a turbulent downdraft as the air passes the crest of the ridge. From this point, for many miles downwind, there will be a series of downdrafts and updrafts. Satellite photos of the Rockies have shown mountain waves extending as far as 700 miles downwind of the range. Along the east coast area, such photos of the Appalachian chain have picked up the mountain wave phenomenon over a hundred miles eastward. All it takes to form a mountain wave is wind blowing across the range at 15 knots or better at an intersection angle of not less than 30 degrees. 8.3 Pilots from flatland areas should understand a few things about mountain waves in order to stay out of trouble. Approaching a mountain range from the upwind side (generally the west), there will usually be a smooth updraft; therefore, it is not quite as dangerous an area as the lee of the range. From the leeward side, it is always a good idea to add an extra thousand feet or so of altitude because downdrafts 31 JULY 08 AIP ENR 5.7-6 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition can exceed the climb capability of the aircraft. Never expect an updraft when approaching a mountain chain from the leeward. Always be prepared to cope with a downdraft and turbulence. 8.4 When approaching a mountain ridge from the downwind side, it is recommended that the ridge be approached at approximately a 45° angle to the horizontal direction of the ridge. This permits a safer retreat from the ridge with less stress on the aircraft should severe turbulence and downdraft be experienced. If severe turbulence is encountered, simultaneously reduce power and adjust pitch until aircraft approaches maneuvering speed, then adjust power and trim to maintain maneuvering speed and fly away from the turbulent area. 9. Seaplane Safety 9.1 Acquiring a seaplane class rating affords access to many areas not available to landplane pilots. Adding a seaplane class rating to your pilot certificate can be relatively uncomplicated and inexpensive. However, more effort is required to become a safe, efficient, competent “bush” pilot. The natural hazards of the backwoods have given way to modern man-made hazards. Except for the far north, the available bodies of water are no longer the exclusive domain of the airman. Seaplane pilots must be vigilant for hazards such as electric power lines, power, sail and rowboats, rafts, mooring lines, water skiers, swimmers, etc. 9.2 Seaplane pilots must have a thorough understanding of the right-of-way rules as they apply to aircraft versus other vessels. Seaplane pilots are expected to know and adhere to both the United States Coast Guard’s (USCG) Navigation Rules, International-Inland, and Title 14 Code of Federal Regulations (CFR) Section 91.115, Right of Way Rules; Water Operations. The navigation rules of the road are a set of collision avoidance rules as they apply to aircraft on the water. A seaplane is considered a vessel when on the water for the purposes of these collision avoidance rules. In general, a seaplane on the water shall keep well clear of all vessels and avoid impeding their navigation. The CFR requires, in part, that aircraft operating on the water “. . . shall, insofar as possible, keep clear of all vessels and avoid impeding their navigation and shall give way to any vessel or other aircraft that is given the right of way . . . .” This means that a seaplane should avoid boats and commercial shipping when on the water. If on a collision course, the seaplane should slow, stop, or maneuver to the right, away from the bow of the oncoming vessel. Also, while on the surface with an engine running, an aircraft must give way to all nonpowered vessels. Since a seaplane in the water may not be as maneuverable as one in the air, the aircraft on the water has right-of-way over one in the air, and one taking off has right-of-way over one landing. A seaplane is exempt from the USCG safety equipment requirements, including the requirements for Personal Floatation Devices (PFD). Requiring seaplanes on the water to comply with USCG equipment requirements in addition to the FAA equipment requirements would be an unnecessary burden on seaplane owners and operators. 9.3 Unless they are under Federal jurisdiction, navigable bodies of water are under the jurisdiction of the state, or in a few cases, privately owned. Unless they are specifically restricted, aircraft have as much right to operate on these bodies of water as other vessels. To avoid problems, check with Federal or local officials in advance of operating on unfamiliar waters. In addition to the agencies listed in TBL ENR 5.7-1, the nearest Flight Standards District Office can usually offer some practical suggestions as well as regulatory information. If you land on a restricted body of water because of an inflight emergency, or in ignorance of the restrictions you have violated, report as quickly as practical to the nearest local official having jurisdiction and explain your situation. 31 JULY 08 AIP ENR 5.7-7 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition TBL ENR 5.7-1 Jurisdictions Controlling Navigable Bodies of Water AUTHORITY TO CONSULT FOR USE OF A BODY OF WATER Location Authority Contact Wilderness Area U.S. Department of Agriculture, Forest Service Local forest ranger National Forest USDA Forest Service Local forest ranger National Park U.S. Department of the Interior, National Park Service Local park ranger Indian Reservation USDI, Bureau of Indian Affairs Local Bureau office State Park State government or state forestry or park service Local state aviation office for further information Canadian National and Provincial Parks Supervised and restricted on an individual basis from province to province and by different departments of the Canadian government; consult Canadian Flight Information Manual and/or Water Aerodrome Supplement Park Superintendent in an emergency 9.4 When operating a seaplane over or into remote areas, appropriate attention should be given to survival gear. Minimum kits are recommended for summer and winter, and are required by law for flight into sparsely settled areas of Canada and Alaska. Alaska State Department of Transportation and Canadian Ministry of Transport officials can provide specific information on survival gear requirements. The kit should be assembled in one container and be easily reachable and preferably floatable. 9.5 The FAA recommends that each seaplane owner or operator provide flotation gear for occupants any time a seaplane operates on or near water. 14 CFR Section 91.205(b)(12) requires approved flotation gear for aircraft operated for hire over water and beyond power-off gliding distance from shore. FAA-approved gear differs from that required for navigable waterways under USCG rules. FAA-approved life vests are inflatable designs as compared to the USCG’s noninflatable PFDs that may consist of solid, bulky material. Such USCG PFDs are impractical for seaplanes and other aircraft because they may block passage through the relatively narrow exits available to pilots and passengers. Life vests approved under Technical Standard Order (TSO) C-13E contain fully inflatable compartments. The wearer inflates the compartments (AFTER exiting the aircraft) primarily by independent CO2 cartridges, with an oral inflation tube as a backup. The flotation gear also contains a water-activated, self-illuminating signal light. The fact that pilots and passengers can easily don and wear inflatable life vests (when not inflated) provides maximum effectiveness and allows for unrestricted movement. It is imperative that passengers are briefed on the location and proper use of available PFDs prior to leaving the dock. 9.6 The FAA recommends that seaplane owners and operators obtain Advisory Circular (AC) 91-69, Seaplane Safety for 14 CFR Part 91 Operations, free from: U.S. Department of Transportation Subsequent Distribution Office, SVC-121.23 Ardmore East Business Center 3341 Q 75th Avenue Landover, MD 20785 FAX: (301) 386-5394 The USCG Navigation Rules International-Inland (COMDTINST M16672.2B) is available for a fee from the Government Printing Office by facsimile request to (202) 512-2250. It can be ordered using Mastercard or Visa. 10. Flight Operations in Volcanic Ash 10.1 Severe volcanic eruptions which send ash into the upper atmosphere occur somewhere around the world several times each year. Flying into a volcanic ash cloud can be exceedingly dangerous. A B747-200 lost all four engines after such an encounter, and a B747-400 had the same nearly catastrophic experience. Piston-powered aircraft are less likely to lose power but severe damage is almost certain to ensue after an encounter with a volcanic ash cloud which is only a few hours old. 31 JULY 08 AIP ENR 5.7-8 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 10.2 Most important is to avoid any encounter with volcanic ash. The ash plume may not be visible, especially in instrument conditions or at night; and even if visible, it is difficult to distinguish visually between an ash cloud and an ordinary weather cloud. Volcanic ash clouds are not displayed on airborne or ATC radar. The pilot must rely on reports from air traffic controllers and other pilots to determine the location of the ash cloud and use that information to remain well clear of the area. Every attempt should be made to remain on the upwind side of the volcano. 10.3 It is recommended that pilots encountering an ash cloud should immediately reduce thrust to idle (altitude permitting), and reverse course in order to escape from the cloud. Ash clouds may extend for hundreds of miles, and pilots should not attempt to fly through or climb out of the cloud. In addition, the following procedures are recommended: 10.3.1 Disengage the autothrottle if engaged. This will prevent the autothrottle from increasing engine thrust. 10.3.2 Turn on continuous ignition. 10.3.3 Turn on all accessory airbleeds including all air conditioning packs, nacelles, and wing anti-ice. This will provide an additional engine stall margin by reducing engine pressure. 10.4 The following has been reported by flight crews who have experienced encounters with volcanic dust clouds. 10.4.1 Smoke or dust appearing in the cockpit. 10.4.2 An acrid odor similar to electrical smoke. 10.4.3 Multiple engine malfunctions, such as compressor stalls, increasing EGT, torching from tailpipe, and flameouts. 10.4.4 At night, St. Elmo’s fire or other static discharges accompanied by a bright orange glow in the engine inlets. 10.4.5 A fire warning in the forward cargo area. 10.5 It may become necessary to shut down and then restart engines to prevent exceeding EGT limits. Volcanic ash may block the pitot system and result in unreliable airspeed indications. 10.6 If you see a volcanic eruption and have not been previously notified of it, you may have been the first person to observe it. In this case, immediately contact ATC and alert them to the existence of the eruption. If possible, use the Volcanic Activity Reporting Form (VAR) depicted at the end of GEN 3.5. Items 1 through 8 of the VAR should be transmitted immediately. The information requested in items 9 through 16 should be passed after landing. If a VAR form is not immediately available, relay enough information to identify the position and nature of the volcanic activity. Do not become unnecessarily alarmed if there is merely steam or very low-level eruptions of ash. 10.7 When landing at airports where volcanic ash has been deposited on the runway, be aware that even a thin layer of dry ash can be detrimental to braking action. Wet ash on the runway may also reduce effectiveness of braking. It is recommended that reverse thrust be limited to a minimum practical to reduce the possibility of reduced visibility and engine ingestion of airborne ash. 10.8 When departing from airports where volcanic ash has been deposited it is recommended that pilots avoid operating in visible airborne ash. Allow ash to settle before initiating takeoff roll. It is also recommended that flap extension be delayed until initiating the takeoff checklist and that a rolling takeoff be executed to avoid blowing ash back into the air. 11. Emergency Airborne Inspection of Other Aircraft 11.1 Providing airborne assistance to another aircraft may involve flying in very close proximity to that aircraft. Most pilots receive little, if any, formal training or instruction in this type of flying activity. Close proximity flying without sufficient time to plan (i.e., in an emergency situation), coupled with the stress involved in a perceived emergency can be hazardous. 11.2 The pilot in the best position to assess the situation should take the responsibility of coordinating the airborne intercept and inspection, taking into account the unique flight characteristics and differences of the category(s) of aircraft involved. 11.3 Some of the safety considerations are: 11.3.1 Area, direction, and speed of the intercept. 11.3.2 Aerodynamic effects (i.e., rotorcraft downwash) which may also affect. 31 JULY 08 AIP ENR 5.7-9 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 11.3.3 Minimum safe separation distances. 11.3.4 Communications requirements, lost communications procedures, coordination with ATC. 11.3.5 Suitability of diverting the distressed aircraft to the nearest safe airport. 11.3.6 Emergency actions to terminate the intercept. 11.4 Close proximity, inflight inspection of another aircraft is uniquely hazardous. The pilot in command of the aircraft experiencing the problem/emergency must not relinquish his/her control of the situation and jeopardize the safety of his/her aircraft. The maneuver must be accomplished with minimum risk to both aircraft. 12. Precipitation Static 12.1 Precipitation static is caused by aircraft in flight coming in contact with uncharged particles. These particles can be rain, snow, fog, sleet, hail, volcanic ash, dust, any solid or liquid particles. When the aircraft strikes these neutral particles, the positive element of the particle is reflected away from the aircraft and the negative particle adheres to the skin of the aircraft. In a very short period of time a substantial negative charge will develop on the skin of the aircraft. If the aircraft is not equipped with static dischargers, or has an ineffective static discharger system, when a sufficient negative voltage level is reached, the aircraft may go into “CORO- NA.” That is, it will discharge the static electricity from the extremities of the aircraft, such as the wing tips, horizontal stabilizer, vertical stabilizer, antenna, propeller tips, etc. This discharge of static electricity is what you will hear in your headphones and is what we call P-static. 12.2 A review of pilot reports often shows different symptoms with each problem that is encountered. The following list of problems is a summary of many pilot reports from many different aircraft. Each problem was caused by P-static: 12.2.1 Complete loss of VHF communications. 12.2.2 Erroneous magnetic compass readings (30% in error). 12.2.3 High pitched squeal on audio. 12.2.4 Motor boat sound on audio. 12.2.5 Loss of all avionics in clouds. 12.2.6 VLF navigation system inoperative most of the time. 12.2.7 Erratic instrument readouts. 12.2.8 Weak transmissions and poor receptivity of radios. 12.2.9 “St. Elmo’s Fire” on windshield. 12.3 Each of these symptoms is caused by one general problem on the airframe. This problem is the inability of the accumulated charge to flow easily to the wing tips and tail of the airframe, and properly discharge to the airstream. 12.4 Static dischargers work on the principle of creating a relatively easy path for discharging negative charges that develop on the aircraft by using a discharger with fine metal points, carbon coated rods, or carbon wicks rather than wait until a large charge is developed and discharged off the trailing edges of the aircraft that will interfere with avionics equipment. This process offers approximately 50 decibels (dB) static noise reduction which is adequate in most cases to be below the threshold of noise that would cause interference in avionics equipment. 12.5 It is important to remember that precipitation static problems can only be corrected with the proper number of quality static dischargers, properly installed on a properly bonded aircraft. P-static is indeed a problem in the all weather operation of the aircraft, but there are effective ways to combat it. All possible methods of reducing the effects of P-static should be considered so as to provide the best possible performance in the flight environment. 12.6 A wide variety of discharger designs is available on the commercial market. The inclusion of well-designed dischargers may be expected to improve airframe noise in P-static conditions by as much as 50 dB. Essentially, the discharger provides a path by which accumulated charge may leave the airframe quietly. This is generally accomplished by providing a group of tiny corona points to permit onset of corona-current flow at a low aircraft potential. Additionally, aerodynamic design of dischargers to permit corona to occur at the lowest possible atmospheric pressure also lowers the corona threshold. In addition to permitting a low potential discharge, the discharger will minimize the radiation of radio frequency (RF) energy which accompanies the corona discharge, in order to minimize effects of RF components at communications and navigation 31 JULY 08 AIP ENR 5.7-10 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition frequencies on avionics performance. These effects are reduced through resistive attachment of the corona point(s) to the airframe, preserving direct current connection but attenuating the higher frequency components of the discharge. 12.7 Each manufacturer of static dischargers offers information concerning appropriate discharger location on specific airframes. Such locations emphasize the trailing outboard surfaces of wings and horizontal tail surfaces, plus the tip of the vertical stabilizer, where charge tends to accumulate on the airframe. Sufficient dischargers must be provided to allow for current carrying capacity which will maintain airframe potential below the corona threshold of the trailing edges. 12.8 In order to achieve full performance of avionic equipment, the static discharge system will require periodic maintenance. A pilot’s knowledge of P-static causes and effects is an important element in assuring optimum performance by early recognition of these types of problems. 13. Light Amplification by Stimulated Emission of Radiation (Laser) Operations and Reporting Illumination of Aircraft 13.1 Lasers have many applications. Of concern to users of the National Airspace System are those laser events that may affect pilots; e.g., outdoor laser light shows or demonstrations for entertainment and advertisement at special events and theme parks. Generally, the beams from these events appear as bright blue-green in color; however, they may be red, yellow, or white. Some laser systems produce light which is invisible to the human eye. 13.2 FAA regulations prohibit the disruption of aviation activity by any person on the ground or in the air. The FAA and the Food and Drug Administration (the Federal agency that has the responsibility to enforce compliance with Federal requirements for laser systems and laser light show products) are working together to ensure that operators of these devices do not pose a hazard to aircraft operators. 13.3 Pilots should be aware that illuminations from these laser operations is able to create temporary vision impairment miles from the actual location. In addition, these operations can produce permanent eye damage. Pilots should make themselves aware of where laser activities are being conducted and avoid the areas if possible. 13.4 Recent and increasing incidents of unauthorized illumination of aircraft by lasers, as well as the proliferation and increasing sophistication of laser devices available to the general public, dictates that the FAA, in coordination with other government agencies, take action to safeguard flights from these unauthorized illuminations. 13.5 Pilots should report laser illumination activity to the controlling Air Traffic Control facilities, Federal Contract Towers or Flight Service Stations as soon as possible after the event. The following information should be included: 13.5.1 UTC Date and Time of Event. 13.5.2 Call Sign or Aircraft Registration Number. 13.5.3 Type Aircraft. 13.5.4 Nearest Major City. 13.5.5 Altitude. 13.5.6 Location of Event (Latitude/Longitude and/ or Fixed Radial Distance (FRD)). 13.5.7 Brief Description of the Event and any other Pertinent Information. 13.6 Pilots are also encouraged to complete the Laser Beam Exposure Questionnaire (See FIG 5-7-1), and fax it to the Washington Operations Center Complex (WOCC) as soon as possible after landing. 13.7 When a laser event is reported to an air traffic facility, a general caution warning will be broadcasted on all appropriate frequencies every five minutes for 20 minutes and broadcasted on the ATIS for one hour following the report. PHRASEOLOGY- UNAUTHORIZED LASER ILLUMINATION EVENT, (UTC time), (location), (altitude), (color), (direction). EXAMPLE- “Unauthorized laser illumination event, at 0100z, 8 mile final runway 18R at 3,000 feet, green laser from the southwest.” 13.8 When laser activities become known to the FAA, Notices to Airmen (NOTAM) are issued to inform the aviation community of the events. Pilots should consult NOTAMs or the Special Notices Section of the Airport/Facility Directory for information regarding laser activities. 31 JULY 08 AIP ENR 5.7-11 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 14. Flying in Flat Light and White Out Conditions 14.1 Flat Light. Flat light is an optical illusion, also known as “sector or partial white out.” It is not as severe as “white out” but the condition causes pilots to lose their depth-of-field and contrast in vision. Flat light conditions are usually accompanied by overcast skies inhibiting any visual clues. Such conditions can occur anywhere in the world, primarily in snow covered areas but can occur in dust, sand, mud flats, or on glassy water. Flat light can completely obscure features of the terrain, creating an inability to distinguish distances and closure rates. As a result of this reflected light, it can give pilots the illusion that they are ascending or descending when they may actually be flying level. However, with good judgment and proper training and planning, it is possible to safely operate an aircraft in flat light conditions. 14.2 White Out. As defined in meteorological terms, white out occurs when a person becomes engulfed in a uniformly white glow. The glow is a result of being surrounded by blowing snow, dust, sand, mud or water. There are no shadows, no horizon or clouds and all depth-of-field and orientation are lost. A white out situation is severe in that there are no visual references. Flying is not recommended in any white out situation. Flat light conditions can lead to a white out environment quite rapidly, and both atmospheric conditions are insidious; they sneak up on you as your visual references slowly begin to disappear. White out has been the cause of several aviation accidents. 14.3 Self Induced White Out. This effect typically occurs when a helicopter takes off or lands on a snow-covered area. The rotor down wash picks up particles and re-circulates them through the rotor down wash. The effect can vary in intensity depending upon the amount of light on the surface. This can happen on the sunniest, brightest day with good contrast everywhere. However, when it happens, there can be a complete loss of visual clues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous. Good planning does not prevent one from encountering flat light or white out conditions. 14.4 Never take off in a white out situation. 14.4.1 Realize that in flat light conditions it may be possible to depart but not to return to that site. During takeoff, make sure you have a reference point. Do not lose sight of it until you have a departure reference point in view. Be prepared to return to the takeoff reference if the departure reference does not come into view. 14.4.2 Flat light is common to snow skiers. One way to compensate for the lack of visual contrast and depth-of-field loss is by wearing amber tinted lenses (also known as blue blockers). Special note of caution: Eyewear is not ideal for every pilot. Take into consideration personal factors -age, light sensitivity, and ambient lighting conditions. 14.4.3 So what should a pilot do when all visual references are lost? 14.4.3.1 Trust the cockpit instruments. 14.4.3.2 Execute a 180 degree turnaround and start looking for outside references. 14.4.3.3 Above all -fly the aircraft. 14.4.4 Landing in Low Light Conditions. When landing in a low light condition -use extreme caution. Look for intermediate reference points, in addition to checkpoints along each leg of the route for course confirmation and timing. The lower the ambient light becomes, the more reference points a pilot should use. 14.4.5 Airport Landings. 14.4.5.1 Look for features around the airport or approach path that can be used in determining depth perception. Buildings, towers, vehicles or other aircraft serve well for this measurement. Use something that will provide you with a sense of height above the ground, in addition to orienting you to the runway. 14.4.5.2 Be cautious of snowdrifts and snow banks -anything that can distinguish the edge of the runway. Look for subtle changes in snow texture or shading to identify ridges or changes in snow depth. 14.4.6 Off-Airport Landings. 14.4.6.1 In the event of an off-airport landing, pilots have used a number of different visual cues to gain reference. Use whatever you must to create the contrast you need. Natural references seem to work best (trees, rocks, snow ribs, etc.) a) Over flight. b) Use of markers. c) Weighted flags. 31 JULY 08 AIP ENR 5.7-12 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition d) Smoke bombs. e) Any colored rags. f) Dye markers. g) Kool-aid. h) Trees or tree branches. 14.4.6.2 It is difficult to determine the depth of snow in areas that are level. Dropping items from the aircraft to use as reference points should be used as a visual aid only and not as a primary landing reference. Unless your marker is biodegradable, be sure to retrieve it after landing. Never put yourself in a position where no visual references exist. 14.4.6.3 Abort landing if blowing snow obscures your reference. Make your decisions early. Don’t assume you can pick up a lost reference point when you get closer. 14.4.6.4 Exercise extreme caution when flying from sunlight into shade. Physical awareness may tell you that you are flying straight but you may actually be in a spiral dive with centrifugal force pressing against you. Having no visual references enhances this illusion. Just because you have a good visual reference does not mean that it’s safe to continue. There may be snow-covered terrain not visible in the direction that you are traveling. Getting caught in a no visual reference situation can be fatal. 14.4.7 Flying Around a Lake. 14.4.7.1 When flying along lakeshores, use them as a reference point. Even if you can see the other side, realize that your depth perception may be poor. It is easy to fly into the surface. If you must cross the lake, check the altimeter frequently and maintain a safe altitude while you still have a good reference. Don’t descend below that altitude. 14.4.7.2 The same rules apply to seemingly flat areas of snow. If you don’t have good references, avoid going there. 14.4.8 Other Traffic. Be on the look out for other traffic in the area. Other aircraft may be using your same reference point. Chances are greater of colliding with someone traveling in the same direction as you, than someone flying in the opposite direction. 14.4.9 Ceilings. Low ceilings have caught many pilots off guard. Clouds do not always form parallel to the surface, or at the same altitude. Pilots may try to compensate for this by flying with a slight bank and thus creating a descending turn. 14.4.10 Glaciers. Be conscious of your altitude when flying over glaciers. The glaciers may be rising faster than you are climbing. 15. Operations in Ground Icing Conditions 15.1 The presence of aircraft airframe icing during takeoff, typically caused by improper or no deicing of the aircraft being accomplished prior to flight has contributed to many recent accidents in turbine aircraft. The General Aviation Joint Steering Committee (GAJSC) is the primary vehicle for government-industry cooperation, communication, and coordination on GA accident mitigation. The Turbine Aircraft Operations Subgroup (TAOS) works to mitigate accidents in turbine accident aviation. While there is sufficient information and guidance currently available regarding the effects of icing on aircraft and methods for deicing, the TAOS has developed a list of recommended actions to further assist pilots and operators in this area. 15.1.1 While the efforts of the TAOS specifically focus on turbine aircraft, it is recognized that their recommendations are applicable to and can be adapted for the pilot of a small, piston powered aircraft too. 15.2 The following recommendations are offered: 15.2.1 Ensure that your aircraft’s lift-generating surfaces are COMPLETELY free of contamination before flight through a tactile (hands on) check of the critical surfaces when feasible. Even when otherwise permitted, operators should avoid smooth or polished frost on lift-generating surfaces as an acceptable preflight condition. 15.2.2 Review and refresh your cold weather standard operating procedures. 15.2.3 Review and be familiar with the Airplane Flight Manual (AFM) limitations and procedures necessary to deal with icing conditions prior to flight, as well as in flight. 15.2.4 Protect your aircraft while on the ground, if possible, from sleet and freezing rain by taking advantage of aircraft hangars. 31 JULY 08 AIP ENR 5.7-13 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition 15.2.5 Take full advantage of the opportunities available at airports for deicing. Do not refuse deicing services simply because of cost. 15.2.6 Always consider canceling or delaying a flight if weather conditions do not support a safe operation. 15.3 If you haven’t already developed a set of Standard Operating Procedures for cold weather operations, they should include: 15.3.1 Procedures based on information that is applicable to the aircraft operated, such as AFM limitations and procedures; 15.3.2 Concise and easy to understand guidance that outlines best operational practices; 15.3.3 A systematic procedure for recognizing, evaluating and addressing the associated icing risk, and offer clear guidance to mitigate this risk; 15.3.4 An aid (such as a checklist or reference cards) that is readily available during normal day-to-day aircraft operations. 15.4 There are several sources for guidance relating to airframe icing, including: http://aircrafticing.grc.nasa.gov/index.html http://www.ibac.org/is-bao/isbao.htm http://www.natasafety1st.org/bus_deice.htm 15.4.1 Advisory Circular (AC) 91-74, Pilot Guide, Flight in Icing Conditions. 15.4.2 AC 135-17, Pilot Guide Small Aircraft Ground Deicing. 15.4.3 AC 135-9, FAR Part 135 Icing Limitations. 15.4.4 AC 120-60, Ground Deicing and Anti-icing Program. 15.4.5 AC 135-16, Ground Deicing and Anti-icing Training and Checking. 15.5 The FAA Approved Deicing Program Updates is published annually as a Flight Standards Information Bulletin for Air Transportation and contains detailed information on deicing and anti-icing procedures and holdover times. It may be accessed at the following web site by selecting the current year’s information bulletins: http://www.faa.gov/library/manuals/examiners_inspectors/8400/fsat 31 JULY 08 AIP ENR 5.7-14 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition FIG 5-7-1 31 JULY 08 AIP ENR 6.1-1 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition ENR 6. Helicopter Operations ENR 6.1 Helicopter IFR Operations 1. Helicopter Flight Control Systems 1.1_The certification requirements for helicopters to operate under Instrument Flight Rules (IFR) are contained in 14 CFR Part 27, Airworthiness Standards: Normal Category Rotorcraft, and 14 CFR Part 29, Airworthiness Standards: Transport Category Rotorcraft. To meet these requirements, helicopter manufacturers usually utilize a set of stabilization and/or Automatic Flight Control Systems (AFCSs). 1.2_Typically, these systems fall into the following categories: 1.2.1_Aerodynamic surfaces, which impart some stability or control capability not found in the basic VFR configuration. 1.2.2_Trim systems, which provide a cyclic centering effect. These systems typically involve a magnetic brake/spring device, and may also be controlled by a four-way switch on the cyclic. This is a system that supports _hands on" flying of the helicopter by the pilot. 1.2.3_Stability Augmentation Systems (SASs), which provide short-term rate damping control inputs to increase helicopter stability. Like trim systems, SAS supports _hands on" flying. 1.2.4_Attitude Retention Systems (ATTs), which return the helicopter to a selected attitude after a disturbance. Changes in desired attitude can be accomplished usually through a four-way _beep" switch, or by actuating a _force trim" switch on the cyclic, setting the attitude manually, and releasing. Attitude retention may be a SAS function, or may be the basic _hands off" autopilot function. 1.2.5_Autopilot Systems (APs), which provide for _hands off" flight along specified lateral and vertical paths, including heading, altitude, vertical speed, navigation tracking, and approach. These systems typically have a control panel for mode selection, and system for indication of mode status. Autopilots may or may not be installed with an associated Flight Director System (FD). Autopilots typically control the helicopter about the roll and pitch axes (cyclic control) but may also include yaw axis (pedal control) and collective control servos. _ 1.2.6_FDs, which provide visual guidance to the pilot to fly specific selected lateral and vertical modes of operation. The visual guidance is typically provided as either a _dual cue" (commonly known as a _cross-pointer") or _single cue" (commonly known as a _vee-bar") presentation superimposed over the attitude indicator. Some FDs also include a collective cue. The pilot manipulates the helicopter’s controls to satisfy these commands, yielding the desired flight path, or may couple the flight director to the autopilot to perform automatic flight along the desired flight path. Typically, flight director mode control and indication is shared with the autopilot. 1.3_In order to be certificated for IFR operation, a specific helicopter may require the use of one or more of these systems, in any combination. 1.4_In many cases, helicopters are certificated for IFR operations with either one or two pilots. Certain equipment is required to be installed and functional for two pilot operations, and typically, additional equipment is required for single pilot operation. These requirements are usually described in the limitations section of the Rotorcraft Flight Manual (RFM). 1.5_In addition, the RFM also typically defines systems and functions that are required to be in operation or engaged for IFR flight in either the single or two pilot configuration. Often, particularly in two pilot operation, this level of augmentation is less than the full capability of the installed systems. Likewise, single pilot operation may require a higher level of augmentation. 1.6_The RFM also identifies other specific limitations associated with IFR flight. Typically, these limitations include, but are not limited to: 1.6.1_Minimum equipment required for IFR flight (in some cases, for both single pilot and two pilot operations)._ 1.6.2_VMINI (minimum speed - IFR)._ AIP ENR 6.1-2 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition NOTE- VMINI - Instrument flight mimum speed, utilized in complying with minimum limit speed requirements for instrument flight NOTE- The manufacturer may also recommend a minimum IFR airspeed during instrument approach. 1.6.3_VNEI (never exceed speed - IFR)._ NOTE- VNEI - Instrument flight never exceed speed, utilized instead of VNE for compliance with maximum limit speed requirements for instrument flight VNE - Never exceed speed 1.6.4_Maximum approach angle._ 1.6.5_Weight and center of gravity limits._ 1.6.6_Aircraft configuration limitations (such as aircraft door positions and external loads)._ 1.6.7_Aircraft system limitations (generators, inverters, etc.)._ 1.6.8_System testing requirements (many avionics and AFCS/AP/FD systems incorporate a self-test feature)._ 1.6.9_Pilot action requirements (such as the pilot must have his/her hands and feet on the controls during certain operations, such as during instrument approach below certain altitudes)._

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1.7_It is very important that pilots be familiar with the IFR requirements for their particular helicopter. Within the same make, model and series of helicopter, variations in the installed avionics may change the required equipment or the level of augmentation for a particular operation. _ 1.8_During flight operations, pilots must be aware of the mode of operation of the augmentation systems, and the control logic and functions employed. For example, during an ILS approach using a particular system in the three-cue mode (lateral, vertical and collective cues), the flight director collective cue responds to glideslope deviation, while the horizontal bar of the _cross-pointer" responds to airspeed deviations. The same system, while flying an ILS in the two-cue mode, provides for the horizontal bar to respond to glideslope deviations. This concern is particularly significant when operating using two pilots. Pilots should have an established set of procedures and responsibilities for the control of flight director/autopilot modes for the various phases of flight. Not only does a full understanding of the system modes provide for a higher degree of accuracy in control of the helicopter, it is the basis for crew identification of a faulty system._

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1.9_Relief from the prohibition to takeoff with any inoperative instruments or equipment may be provided through a Minimum Equipment List (see 14_CFR Section 91.213 and 14 CFR Section 135.179, Inoperative Instruments and Equipment). In many cases, a helicopter configured for single pilot IFR may depart IFR with certain equipment inoperative, provided a crew of two pilots is used. Pilots are cautioned to ensure the pilot-in-command and second-in-command meet the requirements of 14_CFR Section 61.58, Pilot-in-Command Proficiency Check: Operation of Aircraft Requiring More Than One Pilot Flight Crewmember, and 14 CFR Section 61.55, Second-in-Command Qualifications, or 14 CFR Part_135, Operating Requirements: Commuter and On-Demand Operations, Subpart E, Flight Crewmember Requirements, and Subpart_G, Crewmember Testing Requirements, as appropriate._

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1.10_Experience has shown that modern AFCS/AP/ FD equipment installed in IFR helicopters can, in some cases, be very complex. This complexity requires the pilot(s) to obtain and maintain a high level of knowledge of system operation, limitations, failure indications and reversionary modes. In some cases, this may only be reliably accomplished through formal training. 2. Helicopter Instrument Approaches 2.1_Helicopters are capable of flying any published 14_CFR Part 97, Standard Instrument Approach Procedures (SIAPs), for which they are properly equipped, subject to the following limitations and conditions:_ 2.1.1_Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1 /4 statute mile visibility/1200_RVR, whichever is greater unless the procedure is annotated with _Visibility Reduction by Helicopters NA." This annotation means that there are penetrations of the final approach obstacle identification surface (OIS) and that the 14_CFR Section_97.3 visibility reduction rule does not apply and you must take precaution to avoid any obstacles in the visual segment. No reduction in MDA/DA is permitted. The helicopter may initiate the final AIP ENR 6.1-3 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition approach segment at speeds up to the upper limit of the highest approach category authorized by the procedure, but must be slowed to no more than 90_KIAS at the missed approach point (MAP) in order to apply the visibility reduction. Pilots are cautioned that such a decelerating approach may make early identification of wind shear on the approach path difficult or impossible. If required, use the Inoperative Components and Visual Aids Table provided in the front cover of the U.S. Terminal Procedures Volume to derive the Category A minima before applying the 14 CFR Section 97.3(d-1) rule.

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2.1.2_Helicopters flying Copter SIAPs may use the published minima, with no reductions allowed. The maximum airspeed is 90 KIAS on any segment of the approach or missed approach._ 2.1.3_Helicopters flying GPS Copter SIAPs must limit airspeed to 90 KIAS or less when flying any segment of the procedure, except speeds must be limited to no more than 70 KIAS on the final and missed approach segments. Military GPS Copter SIAPs are limited to no more than 90 KIAS throughout the procedure. If annotated, holding may also be limited to no more than 70 KIAS. Use the published minima, no reductions allowed._ NOTE- Obstruction clearance surfaces are based on the aircraft speed and have been designed on these approaches for 70_knots. If the helicopter is flown at higher speeds, it may fly outside of protected airspace. Some helicopters have a VMINI greater than 70 knots; therefore, they can not meet the 70 knot limitation to conduct this type of procedure. Some helicopter autopilots, when used in the _go-around" mode, are programmed with a VYI greater than 70 knots, therefore when using the autopilot _go-around" mode, they can not meet the 70 knot limitation to conduct this type of approach. It may be possible to use the autopilot for the missed approach in the other than the _go-around" mode and meet the 70 knot limitation to conduct this type of approach. When operating at speeds other than VYI or VY, performance data may not be available in the RFM to predict compliance with climb gradient requirements. Pilots may use observed performance in similar weight/altitude/temperature/speed conditions to evaluate the suitability of performance. Pilots are cautioned to monitor climb performance to ensure compliance with procedure requirements. NOTE- VMINI - Instrument flight mimum speed, utilized in complying with minimum limit speed requirements for instrument flight VYI - Instrument climb speed, utilized instead of VY for compliance with the climb requirements for instrument flight VY - Speed for best rate of climb

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2.1.4_TBL ENR 6.1-1 summarizes these requirements._ AIP ENR 6.1-4 United States of America 15 MAR 07 Federal Aviation Administration Nineteenth Edition TBL ENR 6.1-1 Helicopter Use of Standard Instrument Approach Procedures Procedure Helicopter Visibility Minima Helicopter MDA/DA Maximum Speed Limitations Conventional (non-Copter) The greater of: one half the Category A visibility minima, 1 /4 statute mile visibility, or 1200 RVR As published for Category_A The helicopter may initiate the final approach segment at speeds up to the upper limit of the highest Approach Category authorized by the procedure, but must be slowed to no more than 90 KIAS at the MAP in order to apply the visibility reduction. Copter Procedure As published As published 90 KIAS when on a published route/track. GPS Copter Procedure As published As published 90 KIAS when on a published route or track, EXCEPT 70 KIAS when on the final approach or missed approach segment and, if annotated, in holding. Military procedures are limited to 90 KIAS for all segments. NOTE- Several factors effect the ability of the pilot to acquire and maintain the visual references specified in 14 CFR Section_91.175(c), even in cases where the flight visibility may be at the minimum derived by TBL ENR 6.1-1. These factors include, but are not limited to:

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1._Cockpit cutoff angle (the angle at which the cockpit or other airframe structure limits downward visibility below the horizon). 2._Combinations of high MDA/DH and low visibility minimum, such as a conventional nonprecision approach with a reduced helicopter visibility minima (per 14 CFR Section 97.3). 3._Type, configuration, and intensity of approach and runway lighting systems. 4._Type of obscuring phenomenon and/or windshield contamination.