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141#
发表于 2008-12-21 00:19:52 |只看该作者
d. During system initialization, pilots of aircraft equipped with a Flight Management System or other RNAV-certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. Flight crews should crosscheck the cleared flight plan against charts or other applicable resources, as well as the navigation system textual display and the aircraft map display. This process includes confirmation of the waypoints sequence, reasonableness of track angles and distances, any altitude or speed constraints, and identification of fly-by or fly-over waypoints. A procedure shall not be used if validity of the navigation database is in doubt. AIM 2/14/08 5-1-20 Preflight e. Prior to commencing takeoff, the flight crew must verify that the RNAV system is operating correctly and the correct airport and runway data have been loaded. AIM 2/14/08 5-2-1 Departure Procedures

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142#
发表于 2008-12-21 00:20:05 |只看该作者
Section 2. Departure Procedures 5-2-1. Pre-taxi Clearance Procedures a. Certain airports have established pre-taxi clearance programs whereby pilots of departing instrument flight rules (IFR) aircraft may elect to receive their IFR clearances before they start taxiing for takeoff. The following provisions are included in such procedures: 1. Pilot participation is not mandatory. 2. Participating pilots call clearance delivery or ground control not more than 10 minutes before proposed taxi time. 3. IFR clearance (or delay information, if clearance cannot be obtained) is issued at the time of this initial call-up. 4. When the IFR clearance is received on clearance delivery frequency, pilots call ground control when ready to taxi. 5. Normally, pilots need not inform ground control that they have received IFR clearance on clearance delivery frequency. Certain locations may, however, require that the pilot inform ground control of a portion of the routing or that the IFR clearance has been received. 6. If a pilot cannot establish contact on clearance delivery frequency or has not received an IFR clearance before ready to taxi, the pilot should contact ground control and inform the controller accordingly. b. Locations where these procedures are in effect are indicated in the Airport/Facility Directory. 5-2-2. Pre-departure Clearance Procedures a. Many airports in the National Airspace System are equipped with the Tower Data Link System (TDLS) that includes the Pre-departure Clearance (PDC) function. The PDC function automates the Clearance Delivery operations in the ATCT for participating users. The PDC function displays IFR clearances from the ARTCC to the ATCT. The Clearance Delivery controller in the ATCT can append local departure information and transmit the clearance via data link to participating airline/service provider computers. The airline/service provider will then deliver the clearance via the Aircraft Commu- nications Addressing and Reporting System (ACARS) or a similar data link system or, for nondata link equipped aircraft, via a printer located at the departure gate. PDC reduces frequency congestion, controller workload and is intended to mitigate delivery/readback errors. Also, information from participating users indicates a reduction in pilot workload. b. PDC is available only to participating aircraft that have subscribed to the service through an approved service provider. c. Due to technical reasons, the following limitations currently exist in the PDC program: 1. Aircraft filing multiple flight plans are limited to one PDC clearance per departure airport within a 24-hour period. Additional clearances will be delivered verbally. 2. If the clearance is revised or modified prior to delivery, it will be rejected from PDC and the clearance will need to be delivered verbally. d. No acknowledgment of receipt or readback is required for a PDC. e. In all situations, the pilot is encouraged to contact clearance delivery if a question or concern exists regarding an automated clearance. 5-2-3. Taxi Clearance Pilots on IFR flight plans should communicate with the control tower on the appropriate ground control or clearance delivery frequency, prior to starting engines, to receive engine start time, taxi and/or clearance information. 5-2-4. Taxi into Position and Hold (TIPH) a. Taxi into position and hold is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure. The ATC instruction “POSITION AND HOLD” is used to instruct a pilot to taxi onto the departure runway in takeoff position and hold. EXAMPLE- Tower: “N234AR Runway 24L, position and hold.” b. This ATC instruction is not an authorization to takeoff. In instances where the pilot has been AIM 2/14/08 5-2-2 Departure Procedures instructed to “position and hold” and has been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, the pilot should expect an imminent takeoff clearance, unless advised of a delay. If you are uncertain about any ATC instruction or clearance, contact ATC immediately. c. If a takeoff clearance is not received within a reasonable amount of time after clearance to position and hold, ATC should be contacted. EXAMPLE- Aircraft: Cessna 234AR holding in position Runway 24L. Aircraft: Cessna 234AR holding in position Runway 24L at Bravo. NOTE- FAA analysis of accidents and incidents involving aircraft holding in position indicate that two minutes or more elapsed between the time the instruction was issued to “position and hold” and the resulting event (e.g., landover or go-around). Pilots should consider the length of time that they have been holding in position whenever they HAVE NOT been advised of any expected delay to determine when it is appropriate to query the controller. REFERENCE- Advisory Circulars 91-73A, Part 91 and Part 135 Single-Pilot Procedures during Taxi Operations, and 120-74A, Parts 91, 121, 125, and 135 Flightcrew Procedures during Taxi Operations d. Situational awareness during position and hold operations is enhanced by monitoring ATC instructions/clearances issued to other aircraft. Pilots should listen carefully if another aircraft is on frequency that has a similar call sign and pay close attention to communications between ATC and other aircraft. If you are uncertain of an ATC instruction or clearance, query ATC immediately. Care should be taken to not inadvertently execute a clearance/ instruction for another aircraft. e. Pilots should be especially vigilant when conducting “position and hold” operations at night or during reduced visibility conditions. They should scan the full length of the runway and look for aircraft on final approach or landing roll out when taxiing onto a runway. ATC should be contacted anytime there is a concern about a potential conflict. f. When two or more runways are active, aircraft may be instructed to “POSITION AND HOLD” on two or more runways. When multiple runway operations are being conducted, it is important to listen closely for your call sign and runway. Be alert for similar sounding call signs and acknowledge all instructions with your call sign. When you are holding in position and are not sure if the takeoff clearance was for you, ask ATC before you begin takeoff roll. ATC prefers that you confirm a takeoff clearance rather than mistake another aircraft's clearance for your own. g. When ATC issues intersection “position and hold” and takeoff clearances, the intersection designator will be used. If ATC omits the intersection designator, call ATC for clarification. EXAMPLE- Aircraft: “Cherokee 234AR, Runway 24L at November 4, position and hold.” h. If landing traffic is a factor during position and hold operations, ATC will inform the aircraft in position of the closest traffic that has requested a full-stop, touch-and-go, stop-and-go, or an unrestricted low approach to the same runway. Pilots should take care to note the position of landing traffic. ATC will also advise the landing traffic when an aircraft is authorized to “position and hold” on the same runway. EXAMPLE- Tower: “Cessna 234AR, Runway 24L, position and hold. Traffic a Boeing 737, six mile final.” Tower: “Delta 1011, continue, traffic a Cessna 210 position and hold Runway 24L.” NOTE- ATC will normally withhold landing clearance to arrival aircraft when another aircraft is in position and holding on the runway. i. Never land on a runway that is occupied by another aircraft, even if a landing clearance was issued. Do not hesitate to ask the controller about the traffic on the runway and be prepared to execute a go-around. NOTE- Always clarify any misunderstanding or confusion concerning ATC instructions or clearances. ATC should be advised immediately if there is any uncertainty about the ability to comply with any of their instructions. 5-2-5. Abbreviated IFR Departure Clearance (Cleared. . .as Filed) Procedures a. ATC facilities will issue an abbreviated IFR departure clearance based on the ROUTE of flight AIM 2/14/08 5-2-3 Departure Procedures filed in the IFR flight plan, provided the filed route can be approved with little or no revision. These abbreviated clearance procedures are based on the following conditions: 1. The aircraft is on the ground or it has departed visual flight rules (VFR) and the pilot is requesting IFR clearance while airborne. 2. That a pilot will not accept an abbreviated clearance if the route or destination of a flight plan filed with ATC has been changed by the pilot or the company or the operations officer before departure. 3. That it is the responsibility of the company or operations office to inform the pilot when they make a change to the filed flight plan. 4. That it is the responsibility of the pilot to inform ATC in the initial call-up (for clearance) when the filed flight plan has been either: (a) Amended, or (b) Canceled and replaced with a new filed flight plan. NOTE- The facility issuing a clearance may not have received the revised route or the revised flight plan by the time a pilot requests clearance. b. Controllers will issue a detailed clearance when they know that the original filed flight plan has been changed or when the pilot requests a full route clearance. c. The clearance as issued will include the destination airport filed in the flight plan. d. ATC procedures now require the controller to state the DP name, the current number and the DP transition name after the phrase “Cleared to (destination) airport” and prior to the phrase, “then as filed,” for ALL departure clearances when the DP or DP transition is to be flown. The procedures apply whether or not the DP is filed in the flight plan. e. STARs, when filed in a flight plan, are considered a part of the filed route of flight and will not normally be stated in an initial departure clearance. If the ARTCC's jurisdictional airspace includes both the departure airport and the fix where a STAR or STAR transition begins, the STAR name, the current number and the STAR transition name MAY be stated in the initial clearance. f. “Cleared to (destination) airport as filed” does NOT include the en route altitude filed in a flight plan. An en route altitude will be stated in the clearance or the pilot will be advised to expect an assigned or filed altitude within a given time frame or at a certain point after departure. This may be done verbally in the departure instructions or stated in the DP. g. In both radar and nonradar environments, the controller will state “Cleared to (destination) airport as filed” or: 1. If a DP or DP transition is to be flown, specify the DP name, the current DP number, the DP transition name, the assigned altitude/flight level, and any additional instructions (departure control fre- quency, beacon code assignment, etc.) necessary to clear a departing aircraft via the DP or DP transition and the route filed. EXAMPLE- National Seven Twenty cleared to Miami Airport Intercontinental one departure, Lake Charles transition then as filed, maintain Flight Level two seven zero. 2. When there is no DP or when the pilot cannot accept a DP, the controller will specify the assigned altitude or flight level, and any additional instructions necessary to clear a departing aircraft via an appropriate departure routing and the route filed. NOTE- A detailed departure route description or a radar vector may be used to achieve the desired departure routing. 3. If it is necessary to make a minor revision to the filed route, the controller will specify the assigned DP or DP transition (or departure routing), the revision to the filed route, the assigned altitude or flight level and any additional instructions necessary to clear a departing aircraft. EXAMPLE- Jet Star One Four Two Four cleared to Atlanta Airport, South Boston two departure then as filed except change route to read South Boston Victor 20 Greensboro, maintain one seven thousand. 4. Additionally, in a nonradar environment, the controller will specify one or more fixes, as necessary, to identify the initial route of flight. EXAMPLE- Cessna Three One Six Zero Foxtrot cleared to Charlotte Airport as filed via Brooke, maintain seven thousand. AIM 2/14/08 5-2-4 Departure Procedures h. To ensure success of the program, pilots should: 1. Avoid making changes to a filed flight plan just prior to departure. 2. State the following information in the initial call-up to the facility when no change has been made to the filed flight plan: Aircraft call sign, location, type operation (IFR) and the name of the airport (or fix) to which you expect clearance. EXAMPLE“Washington clearance delivery (or ground control if appropriate) American Seventy Six at gate one, IFR Los_Angeles.” 3. If the flight plan has been changed, state the change and request a full route clearance. EXAMPLE“Washington clearance delivery, American Seventy Six at gate one. IFR San Francisco. My flight plan route has been amended (or destination changed). Request full route clearance.” 4. Request verification or clarification from ATC if ANY portion of the clearance is not clearly understood. 5. When requesting clearance for the IFR portion of a VFR/IFR flight, request such clearance prior to the fix where IFR operation is proposed to commence in sufficient time to avoid delay. Use the following phraseology: EXAMPLE“Los Angeles center, Apache Six One Papa, VFR estimating Paso Robles VOR at three two, one thousand five hundred, request IFR to Bakersfield.” 5-2-6. Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times a. ATC may assign departure restrictions, clear- ance void times, hold for release, and release times, when necessary, to separate departures from other traffic or to restrict or regulate the departure flow. 1. Clearance Void Times. A pilot may receive a clearance, when operating from an airport without a control tower, which contains a provision for the clearance to be void if not airborne by a specific time. A pilot who does not depart prior to the clearance void time must advise ATC as soon as possible of their intentions. ATC will normally advise the pilot of the time allotted to notify ATC that the aircraft did not depart prior to the clearance void time. This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes after the clearance void time will result in the aircraft being considered overdue and search and rescue procedures initiated. NOTE1. Other IFR traffic for the airport where the clearance is issued is suspended until the aircraft has contacted ATC or until 30 minutes after the clearance void time or 30 minutes after the clearance release time if no clearance void time is issued. 2. Pilots who depart at or after their clearance void time are not afforded IFR separation and may be in violation of 14_CFR Section 91.173 which requires that pilots receive an appropriate ATC clearance before operating IFR in controlled airspace. EXAMPLE- Clearance void if not off by (clearance void time) and, if required, if not off by (clearance void time) advise (facility) not later than (time) of intentions. 2. Hold for Release. ATC may issue “hold for release” instructions in a clearance to delay an aircraft's departure for traffic management reasons (i.e., weather, traffic volume, etc.). When ATC states in the clearance, “hold for release,” the pilot may not depart utilizing that IFR clearance until a release time or additional instructions are issued by ATC. In addition, ATC will include departure delay informa- tion in conjunction with “hold for release” instructions. The ATC instruction, “hold for release,” applies to the IFR clearance and does not prevent the pilot from departing under VFR. However, prior to takeoff the pilot should cancel the IFR flight plan and operate the transponder on the appropriate VFR code. An IFR clearance may not be available after departure. EXAMPLE(Aircraft identification) cleared to (destination) airport as filed, maintain (altitude), and, if required (additional instructions or information), hold for release, expect (time in hours and/or minutes) departure delay. 3. Release Times. A “release time” is a departure restriction issued to a pilot by ATC, specifying the earliest time an aircraft may depart. ATC will use “release times” in conjunction with traffic management procedures and/or to separate a departing aircraft from other traffic. EXAMPLE(Aircraft identification) released for departure at (time in hours and/or minutes). AIM 2/14/08 5-2-5 Departure Procedures 4. Expect Departure Clearance Time (EDCT). The EDCT is the runway release time assigned to an aircraft included in traffic management programs. Aircraft are expected to depart no earlier than 5 minutes before, and no later than 5 minutes after the EDCT. b. If practical, pilots departing uncontrolled airports should obtain IFR clearances prior to becoming airborne when two-way communications with the controlling ATC facility is available. 5-2-7. Departure Control a. Departure Control is an approach control function responsible for ensuring separation between departures. So as to expedite the handling of departures, Departure Control may suggest a takeoff direction other than that which may normally have been used under VFR handling. Many times it is preferred to offer the pilot a runway that will require the fewest turns after takeoff to place the pilot on course or selected departure route as quickly as possible. At many locations particular attention is paid to the use of preferential runways for local noise abatement programs, and route departures away from congested areas. b. Departure Control utilizing radar will normally clear aircraft out of the terminal area using DPs via radio navigation aids. When a departure is to be vectored immediately following takeoff, the pilot will be advised prior to takeoff of the initial heading to be flown but may not be advised of the purpose of the heading. Pilots operating in a radar environment are expected to associate departure headings with vectors to their planned route or flight. When given a vector taking the aircraft off a previously assigned nonradar route, the pilot will be advised briefly what the vector is to achieve. Thereafter, radar service will be provided until the aircraft has been reestablished “on-course” using an appropriate navigation aid and the pilot has been advised of the aircraft’s position or a handoff is made to another radar controller with further surveillance capabilities. c. Controllers will inform pilots of the departure control frequencies and, if appropriate, the transponder code before takeoff. Pilots should not operate their transponder until ready to start the takeoff roll, except at ASDE-X facilities where transponders should be transmitting “on” with altitude reporting continuously while operating on the airport surface if so equipped. Pilots should not change to the departure control frequency until requested. Controllers may omit the departure control frequency if a DP has or will be assigned and the departure control frequency is published on the DP. 5-2-8. Instrument Departure Procedures (DP) -Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID) Instrument departure procedures are preplanned instrument flight rule (IFR) procedures which provide obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs, Obstacle Departure Procedures (ODPs), printed either textually or graphically, and Standard Instrument Departures (SIDs), always printed graphically. All DPs, either textual or graphic may be designed using either conventional or RNAV criteria. RNAV procedures will have RNAV printed in the title, e.g., SHEAD TWO DEPARTURE (RNAV). ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. Graphic ODPs will have (OBSTACLE) printed in the procedure title, e.g., GEYSR THREE DEPARTURE (OBSTACLE), or, CROWN ONE DEPARTURE (RNAV) (OBSTACLE). Standard Instrument Departures are air traffic control (ATC) procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID. All DPs provide the pilot with a way to depart the airport and transition to the en route structure safely. Pilots operating under 14 CFR Part 91 are strongly encouraged to file and fly a DP at night, during marginal Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC), when one is available. The following paragraphs will provide an overview of the DP program, why DPs are developed, what criteria are used, where to find them, how they are to be flown, and finally pilot and ATC responsibilities. 7/31/08 AIM AIM 2/14/5-2-6 Departure Procedures a. Why are DPs necessary? The primary reason is to provide obstacle clearance protection information to pilots. A secondary reason, at busier airports, is to increase efficiency and reduce communications and departure delays through the use of SIDs. When an instrument approach is initially developed for an airport, the need for DPs is assessed. The procedure designer conducts an obstacle analysis to support departure operations. If an aircraft may turn in any direction from a runway within the limits of the assessment area (see paragraph 5-2-8b2) and remain clear of obstacles, that runway passes what is called a diverse departure assessment and no ODP will be published. A SID may be published if needed for air traffic control purposes. However, if an obstacle penetrates what is called the 40:1 obstacle identification surface, then the procedure designer chooses whether to: 1. Establish a steeper than normal climb gradient; or 2. Establish a steeper than normal climb gradient with an alternative that increases takeoff minima to allow the pilot to visually remain clear of the obstacle(s); or 3. Design and publish a specific departure route; or 4. A combination or all of the above. b. What criteria is used to provide obstruction clearance during departure? 1. Unless specified otherwise, required obstacle clearance for all departures, including diverse, is based on the pilot crossing the departure end of the runway at least 35 feet above the departure end of runway elevation, climbing to 400 feet above the departure end of runway elevation before making the initial turn, and maintaining a minimum climb gradient of 200 feet per nautical mile (FPNM), unless required to level off by a crossing restriction, until the minimum IFR altitude. A greater climb gradient may be specified in the DP to clear obstacles or to achieve an ATC crossing restriction. If an initial turn higher than 400 feet above the departure end of runway elevation is specified in the DP, the turn should be commenced at the higher altitude. If a turn is specified at a fix, the turn must be made at that fix. Fixes may have minimum and/or maximum crossing altitudes that must be adhered to prior to passing the fix. In rare instances, obstacles that exist on the extended runway centerline may make an “early turn” more desirable than proceeding straight ahead. In these cases, the published departure instructions will include the language “turn left(right) as soon as practicable.” These departures will also include a ceiling and visibility minimum of at least 300 and 1. Pilots encountering one of these DPs should preplan the climb out to gain altitude and begin the turn as quickly as possible within the bounds of safe operating practices and operating limitations. This type of departure procedure is being phased out. NOTE- “Practical” or “feasible” may exist in some existing departure text instead of “practicable.” 2. The 40:1 obstacle identification surface (OIS) begins at the departure end of runway (DER) and slopes upward at 152 FPNM until reaching the minimum IFR altitude or entering the en route structure. This assessment area is limited to 25 NM from the airport in nonmountainous areas and 46 NM in designated mountainous areas. Beyond this distance, the pilot is responsible for obstacle clearance if not operating on a published route, if below (having not reached) the MEA or MOCA of a published route, or an ATC assigned altitude. See FIG 5-2-1. (Ref 14 CFR 91.177 for further information on en route altitudes.) NOTE- ODPs are normally designed to terminate within these distance limitations, however, some ODPs will contain routes that may exceed 25/46 NM; these routes will insure obstacle protection until reaching the end of the ODP. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-2-7 Departure Procedures FIG 5-2-1 Diverse Departure Obstacle Assessment to 25/46 NM 3. Obstacles that are located within 1 NM of the DER and penetrate the 40:1 OCS are referred to as “low, close-in obstacles.” The standard required obstacle clearance (ROC) of 48 feet per NM to clear these obstacles would require a climb gradient greater than 200 feet per NM for a very short distance, only until the aircraft was 200 feet above the DER. To eliminate publishing an excessive climb gradient, the obstacle AGL/MSL height and location relative to the DER is noted in the “Take-off Minimums and (OBSTACLE) Departure Procedures” section of a given Terminal Procedures Publication (TPP) booklet. The purpose of this note is to identify the obstacle(s) and alert the pilot to the height and location of the obstacle(s) so they can be avoided. This can be accomplished in a variety of ways, e.g., the pilot may be able to see the obstruction and maneuver around the obstacle(s) if necessary; early liftoff/climb performance may allow the aircraft to cross well above the obstacle(s); or if the obstacle(s) cannot be visually acquired during departure, preflight planning should take into account what turns or other maneuver may be necessary immediately after takeoff to avoid the obstruction(s). 4. Climb gradients greater than 200 FPNM are specified when required for obstacle clearance and/or ATC required crossing restrictions. EXAMPLE- “Cross ALPHA intersection at or below 4000; maintain 6000.” The pilot climbs at least 200 FPNM to 6000. If 4000 is reached before ALPHA, the pilot levels off at 4000 until passing ALPHA; then immediately resumes at least 200 FPNM climb. 5. Climb gradients may be specified only to an altitude/fix, above which the normal gradient applies. EXAMPLE- “Minimum climb 340 FPNM to ALPHA.” The pilot climbs at least 340 FPNM to ALPHA, then at least 200 FPNM to MIA. 6. Some DPs established solely for obstacle avoidance require a climb in visual conditions to cross the airport or an on-airport NAVAID in a specified direction, at or above a specified altitude. These procedures are called Visual Climb Over the Airport (VCOA). EXAMPLE- “Climb in visual conditions so as to cross the McElory Airport southbound, at or above 6000, then climb via Keemmling radial zero three three to Keemmling VOR- TAC.” c. Who is responsible for obstacle clearance? DPs are designed so that adherence to the procedure by the pilot will ensure obstacle protection. Additionally: 7/31/08 AIM AIM 2/14/5-2-8 Departure Procedures 1. Obstacle clearance responsibility also rests with the pilot when he/she chooses to climb in visual conditions in lieu of flying a DP and/or depart under increased takeoff minima rather than fly the climb gradient. Standard takeoff minima are one statute mile for aircraft having two engines or less and one- half statute mile for aircraft having more than two engines. Specified ceiling and visibility minima (VCOA or increased takeoff minima) will allow visual avoidance of obstacles until the pilot enters the standard obstacle protection area. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the specified visibility minimum prior to reaching the specified altitude. DPs may also contain what are called Low Close in Obstacles. These obstacles are less than 200 feet above the departure end of runway elevation and within one NM of the runway end, and do not require increased takeoff minimums. These obstacles are identified on the SID chart or in the Take-off Minimums and (Obstacle) Departure Procedures section of the U. S. Terminal Procedure booklet. These obstacles are especially critical to aircraft that do not lift off until close to the departure end of the runway or which climb at the minimum rate. Pilots should also consider drift following lift-off to ensure sufficient clearance from these obstacles. That segment of the procedure that requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. In all cases continued obstacle clearance is based on having climbed a minimum of 200 feet per nautical mile to the specified point and then continuing to climb at least 200 foot per nautical mile during the departure until reaching the minimum enroute altitude, unless specified otherwise. 2. ATC may assume responsibility for obstacle clearance by vectoring the aircraft prior to reaching the minimum vectoring altitude by using a Diverse Vector Area (DVA). The DVA has been assessed for departures which do not follow a specific ground track. ATC may also vector an aircraft off a previously assigned DP. In all cases, the 200 FPNM climb gradient is assumed and obstacle clearance is not provided by ATC until the controller begins to provide navigational guidance in the form of radar vectors. NOTE- When used by the controller during departure, the term “radar contact” should not be interpreted as relieving pilots of their responsibility to maintain appropriate terrain and obstruction clearance which may include flying the obstacle DP. 3. Pilots must preplan to determine if the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the departure procedure, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement in feet per minute. Higher than standard climb gradients are specified by a note on the departure procedure chart for graphic DPs, or in the Take-Off Minimums and (Obstacle) Departure Procedures section of the U.S. Terminal Procedures booklet for textual ODPs. The required climb gradient, or higher, must be maintained to the specified altitude or fix, then the standard climb gradient of 200 ft/NM can be resumed. A table for the conversion of climb gradient (feet per nautical mile) to climb rate (feet per minute), at a given ground speed, is included on page D1 of the U.S. Terminal Procedures booklets. d. Where are DPs located? DPs will be listed by airport in the IFR Takeoff Minimums and (Obstacle) Departure Procedures Section, Section C, of the Terminal Procedures Publications (TPPs). If the DP is textual, it will be described in TPP Section C. SIDs and complex ODPs will be published graphically and named. The name will be listed by airport name and runway in Section C. Graphic ODPs will also have the term “(OBSTACLE)” printed in the charted procedure title, differentiating them from SIDs. 1. An ODP that has been developed solely for obstacle avoidance will be indicated with the symbol “T” on appropriate Instrument Approach Procedure (IAP) charts and DP charts for that airport. The “T” symbol will continue to refer users to TPP Section C. In the case of a graphic ODP, the TPP Section C will only contain the name of the ODP. Since there may be both a textual and a graphic DP, Section C should still be checked for additional information. The nonstandard takeoff minimums and minimum climb gradients found in TPP Section C also apply to charted DPs and radar vector departures unless different minimums are specified on the charted DP. Takeoff minimums and departure procedures apply to 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-2-9 Departure Procedures all runways unless otherwise specified. New graphic DPs will have all the information printed on the graphic depiction. As a general rule, ATC will only assign an ODP from a nontowered airport when compliance with the ODP is necessary for aircraft to aircraft separation. Pilots may use the ODP to help ensure separation from terrain and obstacles. e. Responsibilities. 1. Each pilot, prior to departing an airport on an IFR flight should consider the type of terrain and other obstacles on or in the vicinity of the departure airport; and: 2. Determine whether an ODP is available; and 3. Determine if obstacle avoidance can be maintained visually or if the ODP should be flown; and 4. Consider the effect of degraded climb performance and the actions to take in the event of an engine loss during the departure. 5. After an aircraft is established on an ODP/ SID and subsequently vectored or cleared off of the ODP or SID transition, pilots shall consider the ODP/ SID canceled, unless the controller adds “expect to resume ODP/SID.” 6. Aircraft instructed to resume a procedure which contains restrictions, such as a DP, shall be issued/reissued all applicable restrictions or shall be advised to comply with those restrictions. 7. If an altitude to “maintain” is restated, whether prior to or after departure, previously issued “ATC” altitude restrictions are cancelled. All minimum crossing altitudes which are not identified on the chart as ATC restrictions are still mandatory for obstacle clearance. If an assigned altitude will not allow the aircraft to cross a fix at the minimum crossing altitude, the pilot should request a higher altitude in time to climb to the crossing restriction or request an alternate routing. ATC altitude restrictions are only published on SIDs and are identified on the chart with “(ATC)” following the altitude. When an obstruction clearance minimum crossing altitude is also to be published at the same fix, it is identified by the term “(MCA).”

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发表于 2008-12-21 00:20:21 |只看该作者
8. Pilots of civil aircraft operating from locations where SIDs are established may expect ATC clearances containing a SID. Use of a SID requires pilot possession of the textual description or graphic depiction of the approved current SID, as appropriate. RNAV SIDs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. ATC must be immediately advised if the pilot does not possess the assigned SID, or the aircraft is not capable of flying the SID. Notification may be accomplished by filing “NO SID” in the remarks section of the filed flight plan or by the less desirable method of verbally advising ATC. Adherence to all restrictions on the SID is required unless clearance to deviate is received. 9. Controllers may omit the departure control frequency if a SID clearance is issued and the departure control frequency is published on the SID. f. RNAV Departure Procedures. All public RNAV SIDs and graphic ODPs are RNAV 1. These procedures generally start with an initial RNAV or heading leg near the departure runway end. In addition, these procedures require system performance currently met by GPS or DME/DME/ IRU RNAV systems that satisfy the criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV 1 procedures require the aircraft’s total system error remain bounded by _1 NM for 95% of the total flight time. 7/31/08 AIM AIM 2/14/08 5-3-1 En Route Procedures Section 3. En Route Procedures 5-3-1. ARTCC Communications a. Direct Communications, Controllers and Pilots. 1. ARTCCs are capable of direct communica- tions with IFR air traffic on certain frequencies. Maximum communications coverage is possible through the use of Remote Center Air/Ground (RCAG) sites comprised of both VHF and UHF transmitters and receivers. These sites are located throughout the U.S. Although they may be several hundred miles away from the ARTCC, they are remoted to the various ARTCCs by land lines or microwave links. Since IFR operations are expedited through the use of direct communications, pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan filing, en route weather, weather forecasts, and similar data should be requested through FSSs, company radio, or appropriate military facilities capable of performing these services. 2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency. 3. Controller Pilot Data Link Communications (CPDLC) is a system that supplements air/ground voice communications. As a result, it expands two-way air traffic control air/ground communica- tions capabilities. Consequently, the air traffic system's operational capacity is increased and any associated air traffic delays become minimized. A related safety benefit is that pilot/controller readback and hear-back errors will be significantly reduced. The CPDLC's principal operating criteria are: (a) Voice remains the primary and controlling air/ground communications means. (b) Participating aircraft will need to have the appropriate CPDLC avionics equipment in order to receive uplink or transmit downlink messages. (c) CPDLC Build 1 offers four ATC data link services. These are altimeter setting (AS), transfer of communications (TC), initial contact (IC), and menu text messages (MT). (1) Altimeter settings are usually trans- mitted automatically when a CPDLC session and eligibility has been established with an aircraft. A controller may also manually send an altimeter setting message. NOTE- When conducting instrument approach procedures, pilots are responsible to obtain and use the appropriate altimeter setting in accordance with 14 CFR Section 97.20. CPDLC issued altimeter settings are excluded for this purpose. (2) Initial contact is a safety validation transaction that compares a pilot's initiated altitude downlink message with an aircraft's ATC host computer stored altitude. If an altitude mismatch is detected, the controller will verbally provide corrective action. (3) Transfer of communications automati- cally establishes data link contact with a succeeding sector. (4) Menu text transmissions are scripted nontrajectory altering uplink messages. NOTE- Initial use of CPDLC will be at the Miami Air Route Traffic Control Center (ARTCC). Air carriers will be the first users. Subsequently, CPDLC will be made available to all NAS users. Later versions will include trajectory altering services and expanded clearance and advisory message capabilities. b. ATC Frequency Change Procedures. 1. The following phraseology will be used by controllers to effect a frequency change: EXAMPLE(Aircraft identification) contact (facility name or location name and terminal function) (frequency) at (time, fix, or altitude). NOTE- Pilots are expected to maintain a listening watch on the transferring controller's frequency until the time, fix, or altitude specified. ATC will omit frequency change restrictions whenever pilot compliance is expected upon receipt. AIM 2/14/08 5-3-2 En Route Procedures 2. The following phraseology should be utilized by pilots for establishing contact with the designated facility: (a) When operating in a radar environment: On initial contact, the pilot should inform the controller of the aircraft's assigned altitude preceded by the words “level,” or “climbing to,” or “descending to,” as appropriate; and the aircraft's present vacating altitude, if applicable. EXAMPLE1. (Name) CENTER, (aircraft identification), LEVEL (altitude or flight level). 2. (Name) CENTER, (aircraft identification), LEAVING (exact altitude or flight level), CLIMBING TO OR DESCENDING TO (altitude of flight level). NOTE- Exact altitude or flight level means to the nearest 100 foot increment. Exact altitude or flight level reports on initial contact provide ATC with information required prior to using Mode C altitude information for separation purposes. (b) When operating in a nonradar environ- ment: (1) On initial contact, the pilot should inform the controller of the aircraft's present position, altitude and time estimate for the next reporting point. EXAMPLE(Name) CENTER, (aircraft identification), (position), (altitude), ESTIMATING (reporting point) AT (time). (2) After initial contact, when a position report will be made, the pilot should give the controller a complete position report. EXAMPLE(Name) CENTER, (aircraft identification), (position), (time), (altitude), (type of flight plan), (ETA and name of next reporting point), (the name of the next succeeding reporting point), AND (remarks). REFERENCE- AIM, Position Reporting, Paragraph 5-3-2. 3. At times controllers will ask pilots to verify that they are at a particular altitude. The phraseology used will be: “VERIFY AT (altitude).” In climbing or descending situations, controllers may ask pilots to “VERIFY ASSIGNED ALTITUDE AS (altitude).” Pilots should confirm that they are at the altitude stated by the controller or that the assigned altitude is correct as stated. If this is not the case, they should inform the controller of the actual altitude being maintained or the different assigned altitude. CAUTION- Pilots should not take action to change their actual altitude or different assigned altitude to the altitude stated in the controllers verification request unless the controller specifically authorizes a change. c. ARTCC Radio Frequency Outage. ARTCCs normally have at least one back-up radio receiver and transmitter system for each frequency, which can usually be placed into service quickly with little or no disruption of ATC service. Occasionally, technical problems may cause a delay but switchover seldom takes more than 60 seconds. When it appears that the outage will not be quickly remedied, the ARTCC will usually request a nearby aircraft, if there is one, to switch to the affected frequency to broadcast communications instructions. It is important, there- fore, that the pilot wait at least 1 minute before deciding that the ARTCC has actually experienced a radio frequency failure. When such an outage does occur, the pilot should, if workload and equipment capability permit, maintain a listening watch on the affected frequency while attempting to comply with the following recommended communications procedures: 1. If two-way communications cannot be established with the ARTCC after changing frequen- cies, a pilot should attempt to recontact the transferring controller for the assignment of an alternative frequency or other instructions. 2. When an ARTCC radio frequency failure occurs after two-way communications have been established, the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency, preferably that of the next responsible sector when practicable, and ask for instructions. However, when the next normal frequency change along the route is known to involve another ATC facility, the pilot should contact that facility, if feasible, for instructions. If communications cannot be reestablished by either method, the pilot is expected to request communications instructions from the FSS appropriate to the route of flight. AIM 2/14/08 5-3-3 En Route Procedures NOTE- The exchange of information between an aircraft and an ARTCC through an FSS is quicker than relay via company radio because the FSS has direct interphone lines to the responsible ARTCC sector. Accordingly, when circum- stances dictate a choice between the two, during an ARTCC frequency outage, relay via FSS radio is recommended. 5-3-2. Position Reporting The safety and effectiveness of traffic control depends to a large extent on accurate position reporting. In order to provide the proper separation and expedite aircraft movements, ATC must be able to make accurate estimates of the progress of every aircraft operating on an IFR flight plan. a. Position Identification. 1. When a position report is to be made passing a VOR radio facility, the time reported should be the time at which the first complete reversal of the “to/from” indicator is accomplished. 2. When a position report is made passing a facility by means of an airborne ADF, the time reported should be the time at which the indicator makes a complete reversal. 3. When an aural or a light panel indication is used to determine the time passing a reporting point, such as a fan marker, Z marker, cone of silence or intersection of range courses, the time should be noted when the signal is first received and again when it ceases. The mean of these two times should then be taken as the actual time over the fix. 4. If a position is given with respect to distance and direction from a reporting point, the distance and direction should be computed as accurately as possible. 5. Except for terminal area transition purposes, position reports or navigation with reference to aids not established for use in the structure in which flight is being conducted will not normally be required by ATC. b. Position Reporting Points. CFRs require pilots to maintain a listening watch on the appropriate frequency and, unless operating under the provisions of subparagraph c, to furnish position reports passing certain reporting points. Reporting points are indicated by symbols on en route charts. The designated compulsory reporting point symbol is a solid triangle and the “on request” reporting point symbol is the open triangle . Reports passing an “on request” reporting point are only necessary when requested by ATC. c. Position Reporting Requirements. 1. Flights along airways or routes. A position report is required by all flights regardless of altitude, including those operating in accordance with an ATC clearance specifying “VFR-on-top,” over each designated compulsory reporting point along the route being flown. 2. Flights Along a Direct Route. Regardless of the altitude or flight level being flown, including flights operating in accordance with an ATC clearance specifying “VFR-on-top,” pilots shall report over each reporting point used in the flight plan to define the route of flight. 3. Flights in a Radar Environment. When informed by ATC that their aircraft are in “Radar Contact,” pilots should discontinue position reports over designated reporting points. They should resume normal position reporting when ATC advises “RADAR CONTACT LOST” or “RADAR SERVICE TERMINATED.” NOTE- ATC will inform pilots that they are in “radar contact”: (a) when their aircraft is initially identified in the ATC system; and (b) when radar identification is reestablished after radar service has been terminated or radar contact lost. Subsequent to being advised that the controller has established radar contact, this fact will not be repeated to the pilot when handed off to another controller. At times, the aircraft identity will be confirmed by the receiving controller; however, this should not be construed to mean that radar contact has been lost. The identity of transponder equipped aircraft will be confirmed by asking the pilot to “ident,” “squawk standby,” or to change codes. Aircraft without transponders will be advised of their position to confirm identity. In this case, the pilot is expected to advise the controller if in disagreement with the position given. Any pilot who cannot confirm the accuracy of the position given because of not being tuned to the NAVAID referenced by the controller, should ask for another radar position relative to the tuned in NAVAID. AIM 2/14/08 5-3-4 En Route Procedures d. Position Report Items: 1. Position reports should include the follow- ing items: (a) Identification; (b) Position; (c) Time; (d) Altitude or flight level (include actual altitude or flight level when operating on a clearance specifying VFR-on-top); (e) Type of flight plan (not required in IFR position reports made directly to ARTCCs or approach control); (f) ETA and name of next reporting point; (g) The name only of the next succeeding reporting point along the route of flight; and (h) Pertinent remarks. 5-3-3. Additional Reports a. The following reports should be made to ATC or FSS facilities without a specific ATC request: 1. At all times. (a) When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. (b) When an altitude change will be made if operating on a clearance specifying VFR-on-top. (c) When unable to climb/descend at a rate of a least 500 feet per minute. (d) When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.) (e) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10_knots (whichever is greater) from that filed in the flight plan. (f) The time and altitude or flight level upon reaching a holding fix or point to which cleared. (g) When leaving any assigned holding fix or point. NOTE- The reports in subparagraphs (f) and (g) may be omitted by pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided. (h) Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC. NOTE1. Other equipment installed in an aircraft may effectively impair safety and/or the ability to operate under IFR. If such equipment (e.g., airborne weather radar) malfunc- tions and in the pilot's judgment either safety or IFR capabilities are affected, reports should be made as above. 2. When reporting GPS anomalies, include the location and altitude of the anomaly. Be specific when describing the location and include duration of the anomaly if necessary. (i) Any information relating to the safety of flight. 2. When not in radar contact. (a) When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach). (b) A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 3 minutes. b. Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC. REFERENCE- AIM, Pilot Weather Reports (PIREPs), Paragraph 7-1-20. 14 CFR Section 91.183(B) and (C). AIM 2/14/08 5-3-5 En Route Procedures 5-3-4. Airways and Route Systems a. Three fixed route systems are established for air navigation purposes. They are the Federal airway system (consisting of VOR and L/MF routes), the jet route system, and the RNAV route system. To the extent possible, these route systems are aligned in an overlying manner to facilitate transition between each. 1. The VOR and L/MF Airway System consists of airways designated from 1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. These airways are depicted on Enroute Low Altitude Charts. NOTE- The altitude limits of a victor airway should not be exceeded except to effect transition within or between route structures. (a) Except in Alaska and coastal North Carolina, the VOR airways are: predicated solely on VOR or VORTAC navigation aids; depicted in blue on aeronautical charts; and identified by a “V” (Victor) followed by the airway number (e.g., V12). NOTE- Segments of VOR airways in Alaska and North Carolina (V56, V290) are based on L/MF navigation aids and charted in brown instead of blue on en route charts. (1) A segment of an airway which is common to two or more routes carries the numbers of all the airways which coincide for that segment. When such is the case, pilots filing a flight plan need to indicate only that airway number for the route filed. NOTE- A pilot who intends to make an airway flight, using VOR facilities, will simply specify the appropriate “victor” airways(s) in the flight plan. For example, if a flight is to be made from Chicago to New Orleans at 8,000 feet, using omniranges only, the route may be indicated as “departing from Chicago-Midway, cruising 8,000 feet via Victor 9 to Moisant International.” If flight is to be conducted in part by means of L/MF navigation aids and in part on omniranges, specifications of the appropriate airways in the flight plan will indicate which types of facilities will be used along the described routes, and, for IFR flight, permit ATC to issue a traffic clearance accordingly. A route may also be described by specifying the station over which the flight will pass, but in this case since many VORs and L/MF aids have the same name, the pilot must be careful to indicate which aid will be used at a particular location. This will be indicated in the route of flight portion of the flight plan by specifying the type of facility to be used after the location name in the following manner: Newark L/MF, Allentown VOR. (2) With respect to position reporting, reporting points are designated for VOR Airway Systems. Flights using Victor Airways will report over these points unless advised otherwise by ATC. (b) The L/MF airways (colored airways) are predicated solely on L/MF navigation aids and are depicted in brown on aeronautical charts and are identified by color name and number (e.g., Amber One). Green and Red airways are plotted east and west. Amber and Blue airways are plotted north and south. NOTE- Except for G13 in North Carolina, the colored airway system exists only in the state of Alaska. All other such airways formerly so designated in the conterminous U.S. have been rescinded. (c) The use of TSO-C145a or TSO-C146a GPS/WAAS navigation systems is allowed in Alaska as the only means of navigation on published air traffic routes including those Victor and colored airway segments designated with a second minimum en route altitude (MEA) depicted in blue and followed by the letter G at those lower altitudes. The altitudes so depicted are below the minimum reception altitude (MRA) of the land-based navigation facility defining the route segment, and guarantee standard en route obstacle clearance and two-way communications. Air carrier operators requiring operations specifications are authorized to conduct operations on those routes in accordance with FAA operations specifications. 2. The jet route system consists of jet routes established from 18,000 feet MSL to FL 450 inclusive. (a) These routes are depicted on Enroute High Altitude Charts. Jet routes are depicted in black on aeronautical charts and are identified by a “J” (Jet) followed by the airway number (e.g., J12). Jet routes, as VOR airways, are predicated solely on VOR or VORTAC navigation facilities (except in Alaska). NOTE- Segments of jet routes in Alaska are based on L/MF navigation aids and are charted in brown color instead of black on en route charts. (b) With respect to position reporting, reporting points are designated for jet route systems. AIM 2/14/08 5-3-6 En Route Procedures Flights using jet routes will report over these points unless otherwise advised by ATC. 3. Area Navigation (RNAV) Routes. (a) Published RNAV routes, including Q-Routes and T-Routes, can be flight planned for use by aircraft with RNAV capability, subject to any limitations or requirements noted on en route charts, in applicable Advisory Circulars, or by NOTAM. RNAV routes are depicted in blue on aeronautical charts and are identified by the letter “Q” or “T” followed by the airway number (e.g., Q-13, T-205). Published RNAV routes are RNAV-2 except when specifically charted as RNAV-1. These routes require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. NOTE- AC 90-100A does not apply to over water RNAV routes (reference 14 CFR 91.511, including the Q-routes in the Gulf of Mexico and the Atlantic routes) or Alaska VOR/DME RNAV routes (“JxxxR”). The AC does not apply to off-route RNAV operations, Alaska GPS routes or Caribbean routes. (1) Q-routes are available for use by RNAV equipped aircraft between 18,000 feet MSL and FL_450 inclusive. Q-routes are depicted on Enroute High Altitude Charts. (2) T-routes are available for use by RNAV equipped aircraft from 1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. T-routes are depicted on Enroute Low Altitude Charts. (b) Unpublished RNAV routes are direct routes, based on area navigation capability, between waypoints defined in terms of latitude/longitude coordinates, degree-distance fixes, or offsets from established routes/airways at a specified distance and direction. Radar monitoring by ATC is required on all unpublished RNAV routes. (c) Magnetic Reference Bearing (MRB) is the published bearing between two waypoints on an RNAV/GPS/GNSS route. The MRB is calculated by applying magnetic variation at the waypoint to the calculated true course between two waypoints. The MRB enhances situational awareness by indicating a reference bearing (no-wind heading) that a pilot should see on the compass/HSI/RMI etc., when turning prior to/over a waypoint en route to another waypoint. Pilots should use this bearing as a reference only, because their RNAV/GPS/GNSS navigation system will fly the true course between the waypoints. b. Operation above FL 450 may be conducted on a point-to-point basis. Navigational guidance is provided on an area basis utilizing those facilities depicted on the enroute high altitude charts. c. Radar Vectors. Controllers may vector air- craft within controlled airspace for separation purposes, noise abatement considerations, when an operational advantage will be realized by the pilot or the controller, or when requested by the pilot. Vectors outside of controlled airspace will be provided only on pilot request. Pilots will be advised as to what the vector is to achieve when the vector is controller initiated and will take the aircraft off a previously assigned nonradar route. To the extent possible, aircraft operating on RNAV routes will be allowed to remain on their own navigation. d. When flying in Canadian airspace, pilots are cautioned to review Canadian Air Regulations. 1. Special attention should be given to the parts which differ from U.S. CFRs. (a) The Canadian Airways Class B airspace restriction is an example. Class B airspace is all controlled low level airspace above 12,500 feet MSL or the MEA, whichever is higher, within which only IFR and controlled VFR flights are permitted. (Low level airspace means an airspace designated and defined as such in the Designated Airspace Handbook.) (b) Regardless of the weather conditions or the height of the terrain, no person shall operate an aircraft under VFR conditions within Class B airspace except in accordance with a clearance for VFR flight issued by ATC. (c) The requirement for entry into Class B airspace is a student pilot permit (under the guidance or control of a flight instructor). (d) VFR flight requires visual contact with the ground or water at all times. 2. Segments of VOR airways and high level routes in Canada are based on L/MF navigation aids and are charted in brown color instead of blue on en_route charts. AIM 2/14/08 5-3-7 En Route Procedures FIG 5-3-1 Adhering to Airways or Routes 5-3-5. Airway or Route Course Changes a. Pilots of aircraft are required to adhere to airways or routes being flown. Special attention must be given to this requirement during course changes. Each course change consists of variables that make the technique applicable in each case a matter only the pilot can resolve. Some variables which must be considered are turn radius, wind effect, airspeed, degree of turn, and cockpit instrumentation. An early turn, as illustrated below, is one method of adhering to airways or routes. The use of any available cockpit instrumentation, such as Distance Measuring Equip- ment, may be used by the pilot to lead the turn when making course changes. This is consistent with the intent of 14 CFR Section 91.181, which requires pilots to operate along the centerline of an airway and along the direct course between navigational aids or fixes. b. Turns which begin at or after fix passage may exceed airway or route boundaries. FIG 5-3-1 contains an example flight track depicting this, together with an example of an early turn. AIM 2/14/08 5-3-8 En Route Procedures c. Without such actions as leading a turn, aircraft operating in excess of 290 knots true air speed (TAS) can exceed the normal airway or route boundaries depending on the amount of course change required, wind direction and velocity, the character of the turn fix (DME, overhead navigation aid, or intersection), and the pilot's technique in making a course change. For example, a flight operating at 17,000 feet MSL with a TAS of 400 knots, a 25 degree bank, and a course change of more than 40 degrees would exceed the width of the airway or route; i.e., 4 nautical miles each side of centerline. However, in the airspace below 18,000 feet MSL, operations in excess of 290_knots TAS are not prevalent and the provision of additional IFR separation in all course change situations for the occasional aircraft making a turn in excess of 290 knots TAS creates an unacceptable waste of airspace and imposes a penalty upon the preponderance of traffic which operate at low speeds. Consequently, the FAA expects pilots to lead turns and take other actions they consider necessary during course changes to adhere as closely as possible to the airways or route being flown. 5-3-6. Changeover Points (COPs) a. COPs are prescribed for Federal airways, jet routes, area navigation routes, or other direct routes for which an MEA is designated under 14 CFR Part_95. The COP is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur. At this point, the pilot should change navigation receiver frequency from the station behind the aircraft to the station ahead. b. The COP is normally located midway between the navigation facilities for straight route segments, or at the intersection of radials or courses forming a dogleg in the case of dogleg route segments. When the COP is NOT located at the midway point, aeronautical charts will depict the COP location and give the mileage to the radio aids. c. COPs are established for the purpose of preventing loss of navigation guidance, to prevent frequency interference from other facilities, and to prevent use of different facilities by different aircraft in the same airspace. Pilots are urged to observe COPs to the fullest extent. 5-3-7. Holding a. Whenever an aircraft is cleared to a fix other than the destination airport and delay is expected, it is the responsibility of the ATC controller to issue complete holding instructions (unless the pattern is charted), an EFC time and best estimate of any additional en route/terminal delay. NOTE- Only those holding patterns depicted on U.S. government or commercially produced (meeting FAA requirements) low/high altitude enroute, and area or STAR charts should be used. b. If the holding pattern is charted and the controller doesn't issue complete holding instruc- tions, the pilot is expected to hold as depicted on the appropriate chart. When the pattern is charted, the controller may omit all holding instructions except the charted holding direction and the statement AS PUBLISHED; e.g., HOLD EAST AS PUBLISHED. Controllers shall always issue complete holding instructions when pilots request them. c. If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for holding instructions prior to reaching the fix. This procedure will eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC. If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion, stuck microphone, etc.), then enter a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. In this event, the altitude/flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required. AIM 2/14/08 5-3-9 En Route Procedures d. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed. e. When no delay is expected, the controller should issue a clearance beyond the fix as soon as possible and, whenever possible, at least 5 minutes before the aircraft reaches the clearance limit. f. Pilots should report to ATC the time and altitude/flight level at which the aircraft reaches the clearance limit and report leaving the clearance limit. NOTE- In the event of two-way communications failure, pilots are required to comply with 14 CFR Section 91.185. g. When holding at a VOR station, pilots should begin the turn to the outbound leg at the time of the first complete reversal of the to/from indicator. h. Patterns at the most generally used holding fixes are depicted (charted) on U.S. Government or commercially produced (meeting FAA requirements) Low or High Altitude Enroute, Area and STAR Charts. Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC. NOTE- Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon, unless otherwise depicted. The icon is a standard holding pattern symbol (racetrack) with the airspeed restriction shown in the center. In other cases, the airspeed restriction will be depicted next to the standard holding pattern symbol. REFERENCE- AIM, Holding, Paragraph 5-3-7j2. i. An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information: (See FIG 5-3-2.) 1. Direction of holding from the fix in terms of the eight cardinal compass points (i.e., N, NE, E, SE, etc.). 2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit). 3. Radial, course, bearing, airway or route on which the aircraft is to hold. 4. Leg length in miles if DME or RNAV is to be used (leg length will be specified in minutes on pilot request or if the controller considers it necessary). 5. Direction of turn if left turns are to be made, the pilot requests, or the controller considers it necessary.

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发表于 2008-12-21 00:20:41 |只看该作者
6. Time to expect further clearance and any pertinent additional delay information. AIM 2/14/08 5-3-10 En Route Procedures FIG 5-3-2 Holding Patterns TYP AIM 2/14/08 5-3-11 En Route Procedures FIG 5-3-3 Holding Pattern Descriptive Terms ABEAM HOLDING SIDE OUTBOUND END HOLDING COURSE OUTBOUND INBOUND NONHOLDING SIDE FIX END RECIPROCAL FIX j. Holding pattern airspace protection is based on the following procedures. 1. Descriptive Terms. (a) Standard Pattern. Right turns (See FIG 5-3-3.) (b) Nonstandard Pattern. Left turns 2. Airspeeds. (a) All aircraft may hold at the following altitudes and maximum holding airspeeds: TBL 5-3-1 Altitude (MSL) Airspeed (KIAS) MHA -6,000’ 200 6,001’ -14,000’ 230 14,001’ and above 265 (b) The following are exceptions to the maximum holding airspeeds: (1) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This nonstandard pattern will be depicted by an icon. (2) Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply with the maximum airspeed restriction should notify ATC. (3) Holding patterns at USAF airfields only -310 KIAS maximum, unless otherwise depicted. (4) Holding patterns at Navy fields only - 230 KIAS maximum, unless otherwise depicted. (5) When a climb-in hold is specified by a published procedure (e.g., “Climb-in holding pattern to depart XYZ VORTAC at or above 10,000.” or “All aircraft climb-in TRUCK holding pattern to cross TRUCK Int at or above 11,500 before proceeding on course.”), additional obstacle protection area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them. The holding pattern template for a maximum airspeed of 310 KIAS has been used for the holding pattern if there are no airspeed restrictions on the holding pattern as specified in subparagraph j2(b)(2) of this paragraph. Where the holding pattern is restricted to a maximum airspeed of 175 KIAS, the 200 KIAS holding pattern template has been applied for published climb-in hold procedures for altitudes 6,000 feet and below and the 230 KIAS holding pattern template has been applied for altitudes above 6,000 feet. The airspeed limitations in 14 CFR Section 91.117, Aircraft Speed, still apply. (c) The following phraseology may be used by an ATCS to advise a pilot of the maximum holding airspeed for a holding pattern airspace area. PHRASEOLOGY- (AIRCRAFT IDENTIFICATION) (holding instructions, when needed) MAXIMUM HOLDING AIRSPEED IS (speed in knots). 7/31/08 AIM AIM 2/14/08 5-3-12 En Route Procedures FIG 5-3-4 Holding Pattern Entry Procedures 3. Entry Procedures. (See FIG 5-3-4.) (a) Parallel Procedure. When approaching the holding fix from anywhere in sector (a), the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound. (b) Teardrop Procedure. When approaching the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course. (c) Direct Entry Procedure. When approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern. (d) While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop and direct entries are the procedures for entry and holding recommended by the FAA. 4. Timing. (a) Inbound Leg. (1) At or below 14,000 feet MSL: 1 minute. (2) Above 14,000 feet MSL: 11 /2 minutes. NOTE- The initial outbound leg should be flown for 1 minute or 1 1 /2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e., DME, RNAV, etc., to insure the appropriate inbound leg times. (b) Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed. 5. Distance Measuring Equipment (DME)/ GPS Along-Track Distance (ATD). DME/GPS holding is subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time values. The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern. The controller or the instrument approach procedure chart will specify the length of the outbound leg. The end of the outbound leg is determined by the DME or ATD readout. The holding fix on conventional procedures, or controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and distances are from the DME station for both the inbound and AIM 2/14/08 5-3-13 En Route Procedures outbound ends of the holding pattern. When flying published GPS overlay or stand alone procedures with distance specified, the holding fix will be a waypoint in the database and the end of the outbound leg will be determined by the ATD. Some GPS overlay and early stand alone procedures may have timing specified. (See FIG 5-3-5, FIG 5-3-6 and FIG 5-3-7.) See paragraph 1-1-19, Global Position- ing System (GPS), for requirements and restriction on using GPS for IFR operations. FIG 5-3-5 Inbound Toward NAVAID NOTE- When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the outbound leg will be reached when the DME/ATD reads 15 NM. FIG 5-3-6 Inbound Leg Away from NAVAID NOTE- When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end of the outbound leg will be reached when the DME/ATD reads 20 NM. FIG 5-3-7 GPS/RNAV Holding NOTE- The inbound course is always toward the waypoint and the ATD is zero at the waypoint. The end of the outbound leg of the holding pattern is reached when the ATD reads the specified distance. AIM 2/14/08 5-3-14 En Route Procedures 6. Pilot Action. (a) Start speed reduction when 3 minutes or less from the holding fix. Cross the holding fix, initially, at or below the maximum holding airspeed. (b) Make all turns during entry and while holding at: (1) 3 degrees per second; or (2) 30 degree bank angle; or (3) 25 degree bank provided a flight director system is used. NOTE- Use whichever requires the least bank angle. (c) Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24_degrees when outbound. (d) Determine entry turn from aircraft heading upon arrival at the holding fix; + /-5 degrees in heading is considered to be within allowable good operating limits for determining entry. (e) Advise ATC immediately what increased airspeed is necessary, if any, due to turbulence, icing, etc., or if unable to accomplish any part of the holding procedures. When such higher speeds become no longer necessary, operate according to the appro- priate published holding speed and notify ATC. 7. Nonstandard Holding Pattern. Fix end and outbound end turns are made to the left. Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in the standard pattern. k. When holding at a fix and instructions are received specifying the time of departure from the fix, the pilot should adjust the aircraft's flight path within the limits of the established holding pattern in order to leave the fix at the exact time specified. After departing the holding fix, normal speed is to be resumed with respect to other governing speed requirements, such as terminal area speed limits, specific ATC requests, etc. Where the fix is associated with an instrument approach and timed approaches are in effect, a procedure turn shall not be executed unless the pilot advises ATC, since aircraft holding are expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received. l. Radar surveillance of outer fix holding pattern airspace areas. 1. Whenever aircraft are holding at an outer fix, ATC will usually provide radar surveillance of the outer fix holding pattern airspace area, or any portion of it, if it is shown on the controller's radar scope. 2. The controller will attempt to detect any holding aircraft that stray outside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area. NOTE- Many factors could prevent ATC from providing this additional service, such as workload, number of targets, precipitation, ground clutter, and radar system capability. These circumstances may make it unfeasible to maintain radar identification of aircraft to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether controllers believe they are in a position to provide it and does not relieve a pilot of their responsibility to adhere to an accepted ATC clearance. 3. If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequent- ly cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern would only be a segment of the IAP if it is published on the instrument procedure chart and is used in lieu of a procedure turn. m. For those holding patterns where there are no published minimum holding altitudes, the pilot, upon receiving an approach clearance, must maintain the last assigned altitude until leaving the holding pattern and established on the inbound course. Thereafter, the published minimum altitude of the route segment being flown will apply. It is expected that the pilot will be assigned a holding altitude that will permit a normal descent on the inbound course. AIM 2/14/08 5-4-1 Arrival Procedures

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发表于 2008-12-21 00:20:53 |只看该作者
Section 4. Arrival Procedures 5-4-1. Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals a. A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. RNAV STAR/FMSP procedures for arrivals serve the same purpose but are only used by aircraft equipped with FMS or GPS. The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures. 1. STAR/RNAV STAR/FMSP procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” “Expect” altitudes/speeds are not considered STAR/RNAV STAR/FMSP procedures crossing restrictions unless verbally issued by ATC. NOTE- The “expect” altitudes/speeds are published so that pilots may have the information for planning purposes. These altitudes/speeds shall not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance. REFERENCE14 CFR Section 91.185(c)(2)(iii). 2. Pilots navigating on STAR/RNAV STAR/ FMSP procedures shall maintain last assigned altitude until receiving authorization to descend so as to comply with all published/issued restrictions. This authorization will contain the phraseology “DESCEND VIA.” (a) Clearance to “descend via” authorizes pilots to: (1) Vertically and laterally navigate on a STAR/RNAV STAR/FMSP. (2) When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot's discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions. NOTE1. Air traffic is responsible for obstacle clearance when issuing a “descend via” instruction to the pilot. The descend via is used in conjunction with STARs/RNAV STARs/FMSPs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix to which the pilot has been cleared. 2. Air traffic will assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP. 3. Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs. EXAMPLE1. Lateral/routing clearance only. “Cleared Hadly One arrival.” 2. Routing with assigned altitude. “Cleared Hadly One arrival, descend and maintain Flight Level two four zero.” “Cleared Hadly One arrival, descend at pilot's discretion, maintain Flight Level two four zero.” 3. Lateral/routing and vertical navigation clearance. “Descend via the Civit One arrival.” “Descend via the Civit One arrival, except, cross Arnes at or above one one thousand.” 4. Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure. “Descend via the Haris One arrival, except after Bruno, maintain one zero thousand.” “Descend via the Haris One arrival, except cross Bruno at one three thousand then maintain one zero thousand.” 5. Direct routing to intercept a STAR/RNAV STAR/ FMSP and vertical navigation clearance. “Proceed direct Mahem, descend via Mahem One arrival.” “Proceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arrival.” NOTE1. In Example 2, pilots are expected to descend to FL 240 as directed, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a “descend via” clearance. 2. In Example 4, the aircraft should track laterally and vertically on the Haris One arrival and should descend so AIM 2/14/08 5-4-2 Arrival Procedures as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend. (b) Pilots cleared for vertical navigation using the phraseology “descend via” shall inform ATC upon initial contact with a new frequency. EXAMPLE“Delta One Twenty One leaving FL 240, descending via the Civit One arrival.” b. Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate. c. Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing “NO STAR” in the remarks section of the flight plan or by the less desirable method of verbally stating the same to ATC. d. STAR charts are published in the Terminal Procedures Publications (TPP) and are available on subscription from the National Aeronautical Charting Office. e. RNAV STAR. 1. All public RNAV STARs are RNAV1. These procedures require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV1 procedures require the aircraft's total system error remain bounded by +1 NM for 95% of the total flight time. (a) Type A. These procedures require sys- tem performance currently met by GPS, DME/DME, or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations. Type A terminal procedures require the aircraft's track keeping accuracy remain bounded by _2 NM for 95% of the total flight time. NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME or DME/DME/IRU for Type A STARs. (b) Type B. These procedures require sys- tem performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100. Type B procedures may require the aircraft's track keeping accuracy remain bounded by _1 NM for 95% of the total flight time. NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME/ IRU for Type B STARs. 2. For procedures requiring GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation. 5-4-2. Local Flow Traffic Management Program a. This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise and conserve aviation fuel. The enhancement of safety and reduction of noise is achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12,500 pounds and, by permitting departure aircraft to climb to higher altitudes sooner, as arrivals are operating at higher altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes. b. A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient for the majority AIM 2/14/08 5-4-3 Arrival Procedures of aircraft being served. This will generally result in a descent gradient window of 250-350 feet per nautical mile. c. When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as described in paragraph b above. Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT OR ARE UNABLE TO COMPLY WITH THE CLEARANCE. 5-4-3. Approach Control a. Approach control is responsible for controlling all instrument flight operating within its area of responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct pilot and controller communications. Prior to arriving at the destination radio facility, instructions will be received from ARTCC to contact approach control on a specified frequency. b. Radar Approach Control. 1. Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is also used to provide vectors in conjunction with published nonradar approaches based on radio NAVAIDs (ILS, MLS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established IAP or to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate in the following manner: (a) Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and, if required, given holding information or, when radar handoffs are effected between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation. (b) After release to approach control, aircraft are vectored to the final approach course (ILS, MLS, VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating aircraft. Therefore, pilots must not deviate from the headings issued by approach control. Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller. (c) The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance will normally be issued with the final vector for interception of the final approach course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix. (d) In the case of aircraft already inbound on the final approach course, approach clearance will be issued prior to the aircraft reaching the final approach fix. When established inbound on the final approach course, radar separation will be maintained and the pilot will be expected to complete the approach utilizing the approach aid designated in the clearance (ILS, MLS, VOR, radio beacons, etc.) as the primary means of navigation. Therefore, once established on the final approach course, pilots must not deviate from it unless a clearance to do so is received from ATC. (e) After passing the final approach fix on final approach, aircraft are expected to continue inbound on the final approach course and complete the approach or effect the missed approach procedure published for that airport. 2. ARTCCs are approved for and may provide approach control services to specific airports. The radar systems used by these centers do not provide the same precision as an ASR/PAR used by approach AIM 2/14/08 5-4-4 Arrival Procedures control facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course. 3. Whether aircraft are vectored to the appropri- ate final approach course or provide their own navigation on published routes to it, radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports, whichever occurs first. 5-4-4. Advance Information on Instrument Approach a. When landing at airports with approach control services and where two or more IAPs are published, pilots will be provided in advance of their arrival with the type of approach to expect or that they may be vectored for a visual approach. This information will be broadcast either by a controller or on ATIS. It will not be furnished when the visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude IAP for the airport. b. The purpose of this information is to aid the pilot in planning arrival actions; however, it is not an ATC clearance or commitment and is subject to change. Pilots should bear in mind that fluctuating weather, shifting winds, blocked runway, etc., are conditions which may result in changes to approach information previously received. It is important that pilots advise ATC immediately they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach. c. Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS fre- quency to ascertain the current weather for the airport. The pilot shall advise ATC when he/she has received the broadcast weather and state his/her intentions. NOTE1. ASOS/AWOS should be set to provide one-minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer. 2. Controllers will consider the long line disseminated weather from an automated weather system at an uncontrolled airport as trend and planning information only and will rely on the pilot for current weather information for the airport. If the pilot is unable to receive the current broadcast weather, the last long line disseminated weather will be issued to the pilot. When receiving IFR services, the pilot/aircraft operator is responsible for determining if weather/visibility is adequate for approach/landing. d. When making an IFR approach to an airport not served by a tower or FSS, after ATC advises “CHANGE TO ADVISORY FREQUENCY AP- PROVED” you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots. 5-4-5. Instrument Approach Procedure Charts a. 14 CFR Section 91.175(a), Instrument ap- proaches to civil airports, requires the use of SIAPs prescribed for the airport in 14 CFR Part 97 unless otherwise authorized by the Administrator (including ATC). If there are military procedures published at a civil airport, aircraft operating under 14 CFR Part_91 must use the civil procedure(s). Civil procedures are defined with “FAA” in parenthesis; e.g., (FAA), at the top, center of the procedure chart. DOD procedures are defined using the abbreviation of the applicable military service in parenthesis; e.g., (USAF), (USN), (USA). 14 CFR Section 91.175(g), Military airports, requires civil pilots flying into or out of military airports to comply with the IAPs and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports. Unless an emergency exists, civil aircraft operating at military airports normally require advance authorization, commonly referred to as “Prior Permission Required” or “PPR.” Information on obtaining a PPR for a particular military airport can be found in the Airport/Facility Directory.

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发表于 2008-12-21 00:21:05 |只看该作者
NOTE- Civil aircraft may conduct practice VFR approaches using DOD instrument approach procedures when approved by the air traffic controller. 1. IAPs (standard and special, civil and military) are based on joint civil and military criteria contained in the U.S. Standard for TERPS. The design of IAPs based on criteria contained in TERPS, takes into AIM 2/14/08 5-4-5 Arrival Procedures account the interrelationship between airports, facilities, and the surrounding environment, terrain, obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other limitations are specified and, once approved, the procedures are published and distributed by government and commercial cartographers as instrument approach charts. 2. Not all IAPs are published in chart form. Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U.S. Government Flight Information Publications. 3. The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the chart. (a) Straight-in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned (e.g., VOR RWY 13). Circling only approaches are identified by the navigational system providing final approach guidance and a letter (e.g., VOR A). More than one navigational system separated by a slash indicates that more than one type of equipment must be used to execute the final approach (e.g., VOR/DME RWY 31). More than one navigational system separated by the word “or” indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15). (b) In some cases, other types of navigation systems including radar may be required to execute other portions of the approach or to navigate to the IAF (e.g., an NDB procedure turn to an ILS, an NDB in the missed approach, or radar required to join the procedure or identify a fix). When radar or other equipment is required for procedure entry from the en route environment, a note will be charted in the planview of the approach procedure chart (e.g., RADAR REQUIRED or ADF REQUIRED). When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note will be charted in the notes box of the pilot briefing portion of the approach chart (e.g., RADAR REQUIRED or DME REQUIRED). Notes are not charted when VOR is required outside the final approach segment. Pilots should ensure that the aircraft is equipped with the required NAVAID(s) in order to execute the approach, including the missed approach. (c) The FAA has initiated a program to provide a new notation for LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course. The LOC minimums will be annotated with the NAVAID required (e.g., “DME Required” or “RADAR Required”). During the transition period, ILS approaches will still exist without the annotation. (d) The naming of multiple approaches of the same type to the same runway is also changing. Multiple approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the alphabet and working backwards for subsequent procedures (e.g., ILS Z RWY 28, ILS Y RWY 28, etc.). The existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and replaced with the new designation. The Cat II and Cat III designations are used to differentiate between multiple ILSs to the same runway unless there are multiples of the same type. (e) WAAS (LPV, LNAV/VNAV and LNAV), and GPS (LNAV) approach procedures are charted as RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21). VOR/DME RNAV approaches will continue to be identified as VOR/DME RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 21). VOR/DME RNAV procedures which can be flown by GPS will be annotated with “or GPS” (e.g., VOR/DME RNAV or GPS RWY 31). 4. Approach minimums are based on the local altimeter setting for that airport, unless annotated otherwise; e.g., Oklahoma City/Will Rogers World approaches are based on having a Will Rogers World altimeter setting. When a different altimeter source is required, or more than one source is authorized, it will be annotated on the approach chart; e.g., use Sidney altimeter setting, if not received, use Scottsbluff altimeter setting. Approach minimums may be raised when a nonlocal altimeter source is authorized. When more than one altimeter source is authorized, and the minima are different, they will be shown by separate lines in the approach minima box or a note; e.g., use Manhattan altimeter setting; when not available use Salina altimeter setting and increase all MDAs 40 feet. When the altimeter must be obtained from a source other than air traffic a note will indicate the source; e.g., Obtain local altimeter setting on CTAF. When the altimeter setting(s) on which the approach AIM 2/14/5-4-6 Arrival Procedures is based is not available, the approach is not authorized. Baro-VNAV must be flown using the local altimeter setting only. Where no local altimeter is available, the LNAV/VNAV line will still be published for use by WAAS receivers with a note that Baro-VNAV is not authorized. When a local and at least one other altimeter setting source is authorized and the local altimeter is not available Baro-VNAV is not authorized; however, the LNAV/VNAV minima can still be used by WAAS receivers using the alternate altimeter setting source. 5. A pilot adhering to the altitudes, flight paths, and weather minimums depicted on the IAP chart or vectors and altitudes issued by the radar controller, is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing. 6. IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made. They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport. It is important that pilots understand these procedures and their use prior to attempting to fly instrument approaches. 7. TERPS criteria are provided for the following types of instrument approach procedures: (a) Precision Approach (PA). An instrument approach based on a navigation system that provides course and glidepath deviation information meeting the precision standards of ICAO Annex 10. For example, PAR, ILS, and GLS are precision approaches. (b) Approach with Vertical Guidance (APV). An instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and glidepath deviation information. For example, Baro-VNAV, LDA with glidepath, LNAV/VNAV and LPV are APV approaches. (c) Nonprecision Approach (NPA). An instrument approach based on a navigation system which provides course deviation information, but no glidepath deviation information. For example, VOR, NDB and LNAV. As noted in subparagraph i, Vertical Descent Angle (VDA) on Nonprecision Approaches, some approach procedures may provide a Vertical Descent Angle as an aid in flying a stabilized approach, without requiring its use in order to fly the procedure. This does not make the approach an APV procedure, since it must still be flown to an MDA and has not been evaluated with a glidepath. b. The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial-Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended. 1. Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000. 2. Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000. 3. Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000. 4. Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000. NOTE- Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above. c. Minimum Safe/Sector Altitudes (MSA) are published for emergency use on IAP charts. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated. The MSA depiction on the approach chart contains the facility identifier of the NAVAID used to determine the MSA altitudes. For RNAV approaches, the MSA is based on the runway waypoint (RWY WP) for straight-in approaches, or the airport waypoint (APT WP) for circling approaches. For GPS approaches, the MSA center will be the missed approach waypoint (MAWP). MSAs are expressed in feet above mean 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-7 Arrival Procedures sea level and normally have a 25 NM radius; however, this radius may be expanded to 30 NM if necessary to encompass the airport landing surfaces. Ideally, a single sector altitude is established and depicted on the plan view of approach charts; however, when necessary to obtain relief from obstructions, the area may be further sectored and as many as four MSAs established. When established, sectors may be no less than 90_ in spread. MSAs provide 1,000 feet clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. d. Terminal Arrival Area (TAA) 1. The objective of the TAA is to provide a seamless transition from the en route structure to the terminal environment for arriving aircraft equipped with Flight Management System (FMS) and/or Global Positioning System (GPS) navigational equipment. The underlying instrument approach procedure is an area navigation (RNAV) procedure described in this section. The TAA provides the pilot and air traffic controller with a very efficient method for routing traffic into the terminal environment with little required air traffic control interface, and with minimum altitudes depicted that provide standard obstacle clearance compatible with the instrument procedure associated with it. The TAA will not be found on all RNAV procedures, particularly in areas of heavy concentration of air traffic. When the TAA is published, it replaces the MSA for that approach procedure. See FIG 5-4-9 for a depiction of a RNAV approach chart with a TAA. 2. The RNAV procedure underlying the TAA will be the “T” design (also called the “Basic T”), or a modification of the “T.” The “T” design incorporates from one to three IAFs; an intermediate fix (IF) that serves as a dual purpose IF (IAF); a final approach fix (FAF), and a missed approach point (MAP) usually located at the runway threshold. The three IAFs are normally aligned in a straight line perpendicular to the intermediate course, which is an extension of the final course leading to the runway, forming a “T.” The initial segment is normally from 3-6 NM in length; the intermediate 5-7 NM, and the final segment 5 NM. Specific segment length may be varied to accommodate specific aircraft categories for which the procedure is designed. However, the published segment lengths will reflect the highest category of aircraft normally expected to use the procedure. (a) A standard racetrack holding pattern may be provided at the center IAF, and if present may be necessary for course reversal and for altitude adjustment for entry into the procedure. In the latter case, the pattern provides an extended distance for the descent required by the procedure. Depiction of this pattern in U.S. Government publications will utilize the “hold-in-lieu-of-PT” holding pattern symbol. (b) The published procedure will be annotated to indicate when the course reversal is not necessary when flying within a particular TAA area; e.g., “NoPT.” Otherwise, the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91.175. The pilot may elect to use the course reversal pattern when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. (See FIG 5-4-1, FIG 5-4-2, FIG 5-4-9, and paragraph 5-4-9, Procedure Turn and Hold-in-lieu of Procedure Turn). 3. The “T” design may be modified by the procedure designers where required by terrain or air traffic control considerations. For instance, the “T” design may appear more like a regularly or irregularly shaped “Y”, or may even have one or both outboard IAFs eliminated resulting in an upside down “L” or an “I” configuration. (See FIG 5-4-3 and FIG 5-4-10). Further, the leg lengths associated with the outboard IAFs may differ. (See FIG 5-4-5 and FIG 5-4-6). 4. Another modification of the “T” design may be found at airports with parallel runway configurations. Each parallel runway may be served by its own “T” IAF, IF (IAF), and FAF combination, resulting in parallel final approach courses. (See FIG 5-4-4). Common IAFs may serve both runways; however, only the intermediate and final approach segments for the landing runway will be shown on the approach chart. (See FIG 5-4-5 and FIG 5-4-6). 7/31/08 AIM AIM 2/14/08 5-4-8 Arrival Procedures FIG 5-4-1 Basic “T” Design FIG 5-4-2 Basic “T” Design AIM 2/14/08 5-4-9 Arrival Procedures FIG 5-4-3 Modified Basic “T” FIG 5-4-4 Modified “T” Approach to Parallel Runways AIM 2/14/08 5-4-10 Arrival Procedures FIG 5-4-5 “T” Approach with Common IAFs to Parallel Runways FIG 5-4-6 “T” Approach with Common IAFs to Parallel Runways AIM 2/14/08 5-4-11 Arrival Procedures FIG 5-4-7 TAA Area 5. The standard TAA consists of three areas defined by the extension of the IAF legs and the intermediate segment course. These areas are called the straight-in, left-base, and right-base areas. (See FIG 5-4-7). TAA area lateral boundaries are identified by magnetic courses TO the IF (IAF). The straight-in area can be further divided into pie-shaped sectors with the boundaries identified by magnetic courses TO the IF (IAF), and may contain stepdown sections defined by arcs based on RNAV distances (DME or ATD) from the IF (IAF). The right/left-base areas can only be subdivided using arcs based on RNAV distances from the IAFs for those areas. Minimum MSL altitudes are charted within each of these defined areas/subdivisions that provide at least 1,000 feet of obstacle clearance, or more as necessary in mountainous areas. (a) Prior to arriving at the TAA boundary, the pilot can determine which area of the TAA the aircraft will enter by selecting the IF (IAF) to determine the magnetic bearing TO the center IF (IAF). That bearing should then be compared with the published bearings that define the lateral boundaries of the TAA areas. Using the end IAFs may give a false indication of which area the aircraft will enter. This is critical when approaching the TAA near the extended boundary between the left and right-base areas, especially where these areas contain different minimum altitude requirements. (b) Pilots entering the TAA and cleared by air traffic control, are expected to proceed directly to the IAF associated with that area of the TAA at the altitude depicted, unless otherwise cleared by air traffic control. Cleared direct to an Initial Approach Fix (IAF) without a clearance for the procedure does not authorize a pilot to descend to a lower TAA altitude. If a pilot desires a lower altitude without an approach clearance, request the lower TAA altitude. If a pilot is not sure of what they are authorized or expected to do by air traffic, they should ask air traffic or request a specific clearance. Pilots entering the TAA with two-way radio communications failure (14 CFR Section_91.185, IFR Operations: Two-way Radio Communications Failure), must maintain the highest altitude prescribed by Section_91.185(c)(2) until arriving at the appropriate IAF. AIM 2/14/08 5-4-12 Arrival Procedures FIG 5-4-8 Sectored TAA Areas (c) Depiction of the TAA on U.S. Govern- ment charts will be through the use of icons located in the plan view outside the depiction of the actual approach procedure. (See FIG 5-4-9). Use of icons is necessary to avoid obscuring any portion of the “T” procedure (altitudes, courses, minimum altitudes, etc.). The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure, and will show all TAA minimum altitudes and sector/radius subdivi- sions for that area. The IAF for each area of the TAA is included on the icon where it appears on the approach, to help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon. Examples here are shown with the TAA around the approach to aid pilots in visualizing how the TAA corresponds to the approach and should not be confused with the actual approach chart depiction. (d) Each waypoint on the “T”, except the missed approach waypoint, is assigned a pronounce- able 5-character name used in air traffic control communications, and which is found in the RNAV databases for the procedure. The missed approach waypoint is assigned a pronounceable name when it is not located at the runway threshold. 6. Once cleared to fly the TAA, pilots are expected to obey minimum altitudes depicted within the TAA icons, unless instructed otherwise by air traffic control. In FIG 5-4-8, pilots within the left or right-base areas are expected to maintain a minimum altitude of 6,000 feet until within 17 NM of the associated IAF. After crossing the 17 NM arc, descent is authorized to the lower charted altitudes. Pilots approaching from the northwest are expected to maintain a minimum altitude of 6,000 feet, and when within 22 NM of the IF (IAF), descend to a minimum altitude of 2,000 feet MSL until reaching the IF (IAF). AIM 2/14/08 5-4-13 Arrival Procedures FIG 5-4-9 RNAV (GPS) Approach Chart NOTE- This chart has been modified to depict new concepts and may not reflect actual approach minima. AIM 2/14/08 5-4-14 Arrival Procedures FIG 5-4-10 TAA with Left and Right Base Areas Eliminated 7. Just as the underlying “T” approach proce- dure may be modified in shape, the TAA may contain modifications to the defined area shapes and sizes. Some areas may even be eliminated, with other areas expanded as needed. FIG 5-4-10 is an example of a design limitation where a course reversal is necessary when approaching the IF (IAF) from certain directions due to the amount of turn required at the IF (IAF). Design criteria require a course reversal whenever this turn exceeds 120 degrees. In this generalized example, pilots approaching on a bearing TO the IF (IAF) from 300_ clockwise through 060_ are expected to execute a course reversal. The term “NoPT” will be annotated on the boundary of the TAA icon for the other portion of the TAA. AIM 2/14/08 5-4-15 Arrival Procedures FIG 5-4-11 TAA with Right Base Eliminated 8. FIG 5-4-11 depicts another TAA modifica- tion that pilots may encounter. In this generalized example, the right-base area has been eliminated. Pilots operating within the TAA between 360_clock- wise to 060_ bearing TO the IF (IAF) are expected to execute the course reversal in order to properly align the aircraft for entry onto the intermediate segment. Aircraft operating in all other areas from 060 _ clockwise to 360_ bearing TO the IF (IAF) need not perform the course reversal, and the term “NoPT” will be annotated on the TAA boundary of the icon in these areas. TAAs are no longer being produced with sections removed; however, some may still exist on previously published procedures. AIM 2/14/08 5-4-16 Arrival Procedures FIG 5-4-12 Examples of a TAA with Feeders from an Airway 9. When an airway does not cross the lateral TAA boundaries, a feeder route will be established to provide a transition from the en route structure to the appropriate IAF. Each feeder route will terminate at the TAA boundary, and will be aligned along a path pointing to the associated IAF. Pilots should descend to the TAA altitude after crossing the TAA boundary and cleared by air traffic control. (See FIG 5-4-12). AIM 2/14/08 5-4-17 Arrival Procedures FIG 5-4-13 Minimum Vectoring Altitude Charts 1500 2000 3000 3000 3000 3500 2500 5000 5500 5 10 15 20 25 30 348 013 057 102 160 250 277 289 N e. Minimum Vectoring Altitudes (MVAs) are established for use by ATC when radar ATC is exercised. MVA charts are prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes. Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA. Each sector boundary is at least 3 miles from the obstruction determining the MVA. To avoid a large sector with an excessively high MVA due to an isolated prominent obstruction, the obstruction may be enclosed in a buffer area whose boundaries are at least 3 miles from the obstruction. This is done to facilitate vectoring around the obstruction. (See FIG 5-4-13.) 1. The minimum vectoring altitude in each sector provides 1,000 feet above the highest obstacle in nonmountainous areas and 2,000 feet above the highest obstacle in designated mountainous areas. Where lower MVAs are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an IAP, 1,000 feet of obstacle clearance may be authorized with the use of Airport Surveillance Radar (ASR). The minimum vectoring altitude will provide at least 300 feet above the floor of controlled airspace. NOTE- OROCA is an off-route altitude which provides obstruction clearance with a 1,000 foot buffer in nonmountainous terrain areas and a 2,000 foot buffer in designated mountainous areas within the U.S. This altitude may not provide signal coverage from ground-based navigational aids, air traffic control radar, or communications coverage. 2. Because of differences in the areas considered for MVA, and those applied to other minimum altitudes, and the ability to isolate specific obstacles, some MVAs may be lower than the nonradar Minimum En Route Altitudes (MEAs), Minimum Obstruction Clearance Altitudes (MOCAs) or other minimum altitudes depicted on charts for a given location. While being radar vectored, IFR altitude assignments by ATC will be at or above MVA. f. Visual Descent Points (VDPs) are being incorporated in nonprecision approach procedures. The VDP is a defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided visual reference required by 14 CFR Section 91.175(c)(3) is established. The VDP will normally be identified by DME on VOR and LOC AIM 2/14/5-4-18 Arrival Procedures procedures and by along-track distance to the next waypoint for RNAV procedures. The VDP is identified on the profile view of the approach chart by the symbol: V. 1. VDPs are intended to provide additional guidance where they are implemented. No special technique is required to fly a procedure with a VDP. The pilot should not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference. 2. Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been provided. g. Visual Portion of the Final Segment. Instrument procedures designers perform a visual area obstruction evaluation off the approach end of each runway authorized for instrument landing, straight- in, or circling. Restrictions to instrument operations are imposed if penetrations of the obstruction clearance surfaces exist. These restrictions vary based on the severity of the penetrations, and may include increasing required visibility, denying VDPs and prohibiting night instrument operations to the runway. h. Charting of Close in Obstacles on Instrument Procedure Charts. Obstacles that are close to the airport may be depicted in either the planview of the instrument approach chart or the airport sketch. Obstacles are charted in only one of the areas, based on space available and distance from the runway. These obstacles could be in the visual segment of the instrument approach procedure. On nonprecision approaches, these obstacles should be considered when determining where to begin descent from the MDA (see “Pilot Operational Considerations When Flying Nonprecision Approaches” in this paragraph). i. Vertical Descent Angle (VDA) on Nonprecision Approaches. FAA policy is to publish VDAs on all nonprecision approaches. Published along with VDA is the threshold crossing height (TCH) that was used to compute the angle. The descent angle may be computed from either the final approach fix (FAF), or a stepdown fix, to the runway threshold at the published TCH. A stepdown fix is only used as the start point when an angle computed from the FAF would place the aircraft below the stepdown fix altitude. The descent angle and TCH information are charted on the profile view of the instrument approach chart following the fix the angle was based on. The optimum descent angle is 3.00 degrees; and whenever possible the approach will be designed using this angle.

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发表于 2008-12-21 00:21:15 |只看该作者
1. The VDA provides the pilot with information not previously available on nonprecision approaches. It provides a means for the pilot to establish a stabilized descent from the FAF or stepdown fix to the MDA. Stabilized descent is a key factor in the reduction of controlled flight into terrain (CFIT) incidents. However, pilots should be aware that the published angle is for information only -it is strictly advisory in nature. There is no implicit additional obstacle protection below the MDA. Pilots must still respect the published minimum descent altitude (MDA) unless the visual cues stated 14 CFR Section 91.175 are present and they can visually acquire and avoid obstacles once below the MDA. The presence of a VDA does not guarantee obstacle protection in the visual segment and does not change any of the requirements for flying a nonprecision approach.

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发表于 2008-12-21 00:21:22 |只看该作者
2. Additional protection for the visual segment below the MDA is provided if a VDP is published and descent below the MDA is started at or after the VDP. Protection is also provided, if a Visual Glide Slope Indicator (VGSI); e.g., VASI or PAPI, is installed and the aircraft remains on the VGSI glide path angle from the MDA. In either case, a chart note will indicate if the VDP or VGSI are not coincident with the VDA. On RNAV approach charts, a small shaded arrowhead shaped symbol (see the legend of the U.S. Terminal Procedures books, page H1) from the end of the VDA to the runway indicates that the 34:1 visual surface is clear.

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发表于 2008-12-21 00:21:29 |只看该作者
3. Pilots may use the published angle and estimated/actual groundspeed to find a target rate of descent from the rate of descent table published in the back of the U.S. Terminal Procedures Publication. This rate of descent can be flown with the Vertical Velocity Indicator (VVI) in order to use the VDA as an aid to flying a stabilized descent. No special equipment is required. 4. Since one of the reasons for publishing a circling only instrument landing procedure is that the descent rate required exceeds the maximum allowed for a straight in approach, circling only procedures may have VDAs which are considerably steeper than the standard 3 degree angle on final. In this case, the VDA provides the crew with information about the 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-19 Arrival Procedures descent rate required to land straight in from the FAF or step down fix to the threshold. This is not intended to imply that landing straight ahead is recommended, or even possible, since the descent rate may exceed the capabilities of many aircraft. The pilot must determine how to best maneuver the aircraft within the circling obstacle clearance area in order to land.

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发表于 2008-12-21 00:21:36 |只看该作者
5. In rare cases the LNAV minima may have a lower HAT than minima with a glide path due to the location of the obstacles. This should be a clear indication to the pilot that obstacles exist below the MDA which the pilot must see in order to ensure adequate clearance. In those cases, the glide path may be treated as a VDA and used to descend to the LNAV MDA as long as all the rules for a nonprecision approach are applied at the MDA. However, the pilot must keep in mind the information in this paragraph and in paragraph 5-4-5j. j. Pilot Operational Considerations When Flying Nonprecision Approaches. The missed approach point (MAP) on a nonprecision approach is not designed with any consideration to where the aircraft must begin descent to execute a safe landing. It is developed based on terrain, obstructions, NAVAID location and possibly air traffic considerations. Because the MAP may be located anywhere from well prior to the runway threshold to past the opposite end of the runway, the descent from the Minimum Descent Altitude (MDA) to the runway threshold cannot be determined based on the MAP location. Descent from MDA at the MAP when the MAP is located close to the threshold would require an excessively steep descent gradient to land in the normal touchdown zone. Any turn from the final approach course to the runway heading may also be a factor in when to begin the descent.

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