- 注册时间
- 2008-9-13
- 最后登录
- 1970-1-1
- 在线时间
- 0 小时
- 阅读权限
- 200
- 积分
- 0
- 帖子
- 24482
- 精华
- 4
- UID
- 9
 
|
|
4. Pilots must not change any database
waypoint type from a fly-by to fly-over, or vice
versa. No other modification of database waypoints
or the creation of user-defined waypoints on
published RNAV or RNP procedures is permitted,
except to:
(a) Change altitude and/or airspeed waypoint
constraints to comply with an ATC clearance/
instruction.
(b) Insert a waypoint along the published
route to assist in complying with ATC instruction,
example, “Descend via the WILMS arrival except
cross 30 north of BRUCE at/or below FL 210.” This
is limited only to systems that allow along-track
waypoint construction.
5. Pilots of FMS-equipped aircraft, who are
assigned an RNAV DP or STAR procedure and
subsequently receive a change of runway, transition
or procedure, shall verify that the appropriate
changes are loaded and available for navigation.
6. For RNAV_1 DPs and STARs, pilots must use
a CDI, flight director and/or autopilot, in lateral
navigation mode. Other methods providing an
equivalent level of performance may also be
acceptable.
7. For RNAV_1 DPs and STARs, pilots of
aircraft without GPS, using DME/DME/IRU, must
ensure the aircraft navigation system position is
confirmed, within 1,000 feet, at the start point of
take-off roll. The use of an automatic or manual
runway update is an acceptable means of compliance
with this requirement. Other methods providing an
equivalent level of performance may also be
acceptable.
8. For procedures or routes requiring the use of
GPS, if the navigation system does not automatically
alert the flight crew of a loss of GPS, the operator
must develop procedures to verify correct GPS
operation.
9. RNAV terminal procedures (DP and STAR)
may be amended by ATC issuing radar vectors and/or
clearances direct to a waypoint. Pilots should avoid
premature manual deletion of waypoints from their
active “legs” page to allow for rejoining procedures.
AIM 2/14/08
5-6-1
National Security and Interception Procedures
Section 6. National Security and Interception Procedures
5-6-1. National Security
a. National security in the control of air traffic is
governed by 14 CFR Part 99.
b. All aircraft entering domestic U.S. airspace
from points outside must provide for identification
prior to entry. To facilitate early aircraft identification
of all aircraft in the vicinity of U.S. and international
airspace boundaries, Air Defense Identification
Zones (ADIZ) have been established.
REFERENCE-
AIM, ADIZ Boundaries and Designated Mountainous Areas,
Paragraph 5-6-5.
c. Operational requirements for aircraft oper-
ations associated with an ADIZ are as follows:
1. Flight Plan. Except as specified in subpara-
graphs d and e below, an IFR or DVFR flight plan
must be filed with an appropriate aeronautical facility
as follows:
(a) Generally, for all operations that enter an
ADIZ.
(b) For operations that will enter or exit the
U.S. and which will operate into, within or across the
Contiguous U.S. ADIZ regardless of true airspeed.
(c) The flight plan must be filed before
departure except for operations associated with the
Alaskan ADIZ when the airport of departure has no
facility for filing a flight plan, in which case the flight
plan may be filed immediately after takeoff or when
within range of the aeronautical facility.
2. Two-way Radio. For the majority of opera-
tions associated with an ADIZ, an operating two-way
radio is required. See 14 CFR Section 99.1 for
exceptions.
3. Transponder Requirements. Unless other-
wise authorized by ATC, each aircraft conducting
operations into, within, or across the Contiguous U.S.
ADIZ must be equipped with an operable radar
beacon transponder having altitude reporting capa-
bility (Mode_C), and that transponder must be turned
on and set to reply on the appropriate code or as
assigned by ATC.
4. Position Reporting.
(a) For IFR flight. Normal IFR position
reporting.
(b) For DVFR flights. The estimated time
of ADIZ penetration must be filed with the
aeronautical facility at least 15 minutes prior to
penetration except for flight in the Alaskan ADIZ, in
which case report prior to penetration.
(c) For inbound aircraft of foreign regis-
try. The pilot must report to the aeronautical facility
at least one hour prior to ADIZ penetration.
5. Aircraft Position Tolerances.
(a) Over land, the tolerance is within plus or
minus five minutes from the estimated time over a
reporting point or point of penetration and within
10_NM from the centerline of an intended track over
an estimated reporting point or penetration point.
(b) Over water, the tolerance is plus or minus
five minutes from the estimated time over a reporting
point or point of penetration and within 20 NM from
the centerline of the intended track over an estimated
reporting point or point of penetration (to include the
Aleutian Islands).
6. Land-Based ADIZ. Land-Based ADIZ are
activated and deactivated over U.S. metropolitan
areas as needed, with dimensions, activation dates
and other relevant information disseminated via
NOTAM.
(a) In addition to requirements outlined in
subparagraphs c1 through c3, pilots operating within
a Land-Based ADIZ must report landing or leaving
the Land-Based ADIZ if flying too low for radar
coverage.
(b) Pilots unable to comply with all require-
ments shall remain clear of Land-Based ADIZ. Pilots
entering a Land-Based ADIZ without authorization
or who fail to follow all requirements risk
interception by military fighter aircraft.
AIM 2/14/08
5-6-2 National Security and Interception Procedures
d. Except when applicable under 14 CFR
Section_99.7, 14 CFR Part 99 does not apply to
aircraft operations:
1. Within the 48 contiguous states and the
District of Columbia, or within the State of Alaska,
and remains within 10 miles of the point of departure;
2. Over any island, or within three nautical
miles of the coastline of any island, in the Hawaii
ADIZ; or
3. Associated with any ADIZ other than the
Contiguous U.S. ADIZ, when the aircraft true
airspeed is less than 180 knots.
e. Authorizations to deviate from the requirements
of Part 99 may also be granted by the ARTCC, on a
local basis, for some operations associated with an
ADIZ.
f. An airfiled VFR Flight Plan makes an aircraft
subject to interception for positive identification
when entering an ADIZ. Pilots are, therefore, urged
to file the required DVFR flight plan either in person
or by telephone prior to departure.
g. Special Security Instructions.
1. During defense emergency or air defense
emergency conditions, additional special security
instructions may be issued in accordance with the
Security Control of Air Traffic and Air Navigation
Aids (SCATANA) Plan.
2. Under the provisions of the SCATANA Plan,
the military will direct the action to be taken-in regard
to landing, grounding, diversion, or dispersal of
aircraft and the control of air navigation aids in the
defense of the U.S. during emergency conditions.
3. At the time a portion or all of SCATANA is
implemented, ATC facilities will broadcast appropri-
ate instructions received from the military over
available ATC frequencies. Depending on instruc-
tions received from the military, VFR flights may be
directed to land at the nearest available airport, and
IFR flights will be expected to proceed as directed by
ATC.
4. Pilots on the ground may be required to file a
flight plan and obtain an approval (through FAA)
prior to conducting flight operation.
5. In view of the above, all pilots should guard
an ATC or FSS frequency at all times while
conducting flight operations.
5-6-2. Interception Procedures
a. General.
1. Identification intercepts during peacetime
operations are vastly different than those conducted
under increased states of readiness. Unless otherwise
directed by the control agency, intercepted aircraft
will be identified by type only. When specific
information is required (i.e., markings, serial
numbers, etc.) the interceptor aircrew will respond
only if the request can be conducted in a safe manner.
During hours of darkness or Instrument Meteorologi-
cal Conditions (IMC), identification of unknown
aircraft will be by type only. The interception pattern
described below is the typical peacetime method used
by air interceptor aircrews. In all situations, the
interceptor aircrew will use caution to avoid startling
the intercepted aircrew and/or passengers.
2. All aircraft operating in the U.S. national
airspace, if capable, will maintain a listening watch
on VHF guard 121.5 or UHF 243.0. It is incumbent
on all aviators to know and understand their
responsibilities if intercepted. Additionally, if the
U.S. military intercepts an aircraft and flares are
dispensed in the area of that aircraft, aviators will pay
strict attention, contact air traffic control immediately
on the local frequency or on VHF guard 121.5 or
UHF_243.0 and follow the intercept's visual ICAO
signals. Be advised that noncompliance may result in
the use of force.
b. Intercept phases (See FIG 5-6-1).
1. Phase One- Approach Phase.
During peacetime, intercepted aircraft will be
approached from the stern. Generally two interceptor
aircraft will be employed to accomplish the
identification. The flight leader and wingman will
coordinate their individual positions in conjunction
with the ground controlling agency. Their relation-
ship will resemble a line abreast formation. At night
or in IMC, a comfortable radar trail tactic will be
used. Safe vertical separation between interceptor
aircraft and unknown aircraft will be maintained at all
times.
AIM 2/14/08
5-6-3
National Security and Interception Procedures
FIG 5-6-1
Interception Procedures
PATTERNS
FOR IDENTIFICATION OF
(TYPICAL)
INTERCEPTION INTERCEPTED AIRCRAFT
IDENTIFICATION PHASE APPROACH
PHASE (DAY)
POST INTERCEPT PHASE
INTERCEPTORS
TRANSPORT
WINGMAN
FLIGHT LEAD
During Night/IMC,
will be below flight path.
Note: approach from
2. Phase Two- Identification Phase.
The intercepted aircraft should expect to visually
acquire the lead interceptor and possibly the
wingman during this phase in visual meteorological
conditions (VMC). The wingman will assume a
surveillance position while the flight leader
approaches the unknown aircraft. Intercepted aircraft
personnel may observe the use of different drag
devices to allow for speed and position stabilization
during this phase. The flight leader will then initiate
a gentle closure toward the intercepted aircraft,
stopping at a distance no closer than absolutely
necessary to obtain the information needed. The
interceptor aircraft will use every possible precaution
to avoid startling intercepted aircrew or passengers.
Additionally, the interceptor aircrews will constantly
keep in mind that maneuvers considered normal to a
fighter aircraft may be considered hazardous to
passengers and crews of nonfighter aircraft. When
interceptor aircrews know or believe that an unsafe
condition exists, the identification phase will be
terminated. As previously stated, during darkness or
IMC identification of unknown aircraft will be by
type only. Positive vertical separation will be
maintained by interceptor aircraft throughout this
phase.
3. Phase Three- Post Intercept Phase.
Upon identification phase completion, the flight
leader will turn away from the intercepted aircraft.
The wingman will remain well clear and accomplish
a rejoin with the leader.
AIM 2/14/08
5-6-4 National Security and Interception Procedures
c. Communication interface between interceptor
aircrews and the ground controlling agency is
essential to ensure successful intercept completion.
Flight Safety is paramount. An aircraft which is
intercepted by another aircraft shall immediately:
1. Follow the instructions given by the
intercepting aircraft, interpreting and responding to
the visual signals.
2. Notify, if possible, the appropriate air traffic
services unit.
3. Attempt to establish radio communication
with the intercepting aircraft or with the appropriate
intercept control unit, by making a general call on the
emergency frequency 243.0 MHz and repeating this
call on the emergency frequency 121.5 MHz, if
practicable, giving the identity and position of the
aircraft and the nature of the flight.
4. If equipped with SSR transponder, select
Mode 3/A Code 7700, unless otherwise instructed by
the appropriate air traffic services unit. If any
instructions received by radio from any sources
conflict with those given by the intercepting aircraft
by visual or radio signals, the intercepted aircraft
shall request immediate clarification while continu-
ing to comply with the instructions given by the
intercepting aircraft.
5-6-3. Law Enforcement Operations by
Civil and Military Organizations
a. Special law enforcement operations.
1. Special law enforcement operations include
in-flight identification, surveillance, interdiction, and
pursuit activities performed in accordance with
official civil and/or military mission responsibilities.
2. To facilitate accomplishment of these special
missions, exemptions from specified sections of the
CFRs have been granted to designated departments
and agencies. However, it is each organization's
responsibility to apprise ATC of their intent to operate
under an authorized exemption before initiating
actual operations.
3. Additionally, some departments and agencies
that perform special missions have been assigned
coded identifiers to permit them to apprise ATC of
ongoing mission activities and solicit special
air_traffic assistance.
AIM 2/14/08
5-6-5
National Security and Interception Procedures
5-6-4. Interception Signals
TBL 5-6-1 and TBL 5-6-2.
TBL 5-6-1
Intercepting Signals
INTERCEPTING SIGNALS
Signals initiated by intercepting aircraft and responses by intercepted aircraft
(as set forth in ICAO Annex 2-Appendix 1, 2.1)
Series INTERCEPTING Aircraft Signals Meaning INTERCEPTED Aircraft Responds Meaning
1 DAY-Rocking wings from a position
slightly above and ahead of, and normally
to the left of, the intercepted aircraft and,
after acknowledgement, a slow level turn,
normally to the left, on to the desired
heading.
NIGHT-Same and, in addition, flashing
navigational lights at irregular intervals.
NOTE 1-Meteorological conditions or
terrain may require the intercepting
aircraft to take up a position slightly above
and ahead of, and to the right of, the
intercepted aircraft and to make the
subsequent turn to the right.
NOTE 2-If the intercepted aircraft is not
able to keep pace with the intercepting
aircraft, the latter is expected to fly a series
of race-track patterns and to rock its wings
each time it passes the intercepted aircraft.
You have
been
intercepted.
Follow me.
AEROPLANES:
DAY-Rocking wings and following.
NIGHT-Same and, in addition, flashing
navigational lights at irregular intervals.
HELICOPTERS:
DAY or NIGHT-Rocking aircraft, flashing
navigational lights at irregular intervals and
following.
Understood,
will comply.
2 DAY or NIGHT-An abrupt break-away
maneuver from the intercepted aircraft
consisting of a climbing turn of 90 degrees
or more without crossing the line of flight
of the intercepted aircraft.
You may
proceed.
AEROPLANES:
DAY or NIGHT-Rocking wings.
HELICOPTERS:
DAY or NIGHT-Rocking aircraft.
Understood,
will comply.
3 DAY-Circling aerodrome, lowering land-
ing gear and overflying runway in direction
of landing or, if the intercepted aircraft is a
helicopter, overflying the helicopter land-
ing area.
NIGHT-Same and, in addition, showing
steady landing lights.
Land at this
aerodrome.
AEROPLANES:
DAY-Lowering landing gear, following
the intercepting aircraft and, if after
overflying the runway landing is consid-
ered safe, proceeding to land.
NIGHT-Same and, in addition, showing
steady landing lights (if carried).
HELICOPTERS:
DAY or NIGHT-Following the intercepting
aircraft and proceeding to land, showing a
steady landing light (if carried).
Understood,
will comply.
AIM 2/14/08
5-6-6 National Security and Interception Procedures
TBL 5-6-2
Intercepting Signals
INTERCEPTING SIGNALS
Signals and Responses During Aircraft Intercept
Signals initiated by intercepted aircraft and responses by intercepting aircraft
(as set forth in ICAO Annex 2-Appendix 1, 2.2)
Series INTERCEPTED Aircraft Signals Meaning INTERCEPTING Aircraft Responds Meaning
4 DAY or NIGHT-Raising landing gear (if
fitted) and flashing landing lights while
passing over runway in use or helicopter
landing area at a height exceeding 300m
(1,000 ft) but not exceeding 600m
(2,000_ft) (in the case of a helicopter, at a
height exceeding 50m (170 ft) but not
exceeding 100m (330 ft) above the
aerodrome level, and continuing to circle
runway in use or helicopter landing area. If
unable to flash landing lights, flash any
other lights available.
Aerodrome
you have
designated is
inadequate.
DAY or NIGHT-If it is desired that the
intercepted aircraft follow the intercepting
aircraft to an alternate aerodrome, the
intercepting aircraft raises its landing gear
(if fitted) and uses the Series 1 signals
prescribed for intercepting aircraft.
If it is decided to release the intercepted
aircraft, the intercepting aircraft uses the
Series 2 signals prescribed for intercepting
aircraft.
Understood,
follow me.
Understood,
you may
proceed.
5 DAY or NIGHT-Regular switching on and
off of all available lights but in such a
manner as to be distinct from flashing
lights.
Cannot
comply.
DAY or NIGHT-Use Series 2 signals
prescribed for intercepting aircraft.
Understood.
6 DAY or NIGHT-Irregular flashing of all
available lights.
In distress. DAY or NIGHT-Use Series 2 signals
prescribed for intercepting aircraft.
Understood.
AIM 2/14/08
5-6-7
National Security and Interception Procedures
5-6-5. ADIZ Boundaries and Designated Mountainous Areas (See FIG 5-6-2.)
FIG 5-6-2
Air Defense Identification Zone Boundaries
Designated Mountainous Areas
.................................. ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... ....................................................................... .. .. . .. .. ............................................... .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................................................. .................................................................... ............. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ............................. ...........................
... ...........
AIM 2/14/08
6-1-1
General
Chapter 6. Emergency Procedures
Section 1. General
6-1-1. Pilot Responsibility and Authority
a. The pilot-in-command of an aircraft is directly
responsible for and is the final authority as to the
operation of that aircraft. In an emergency requiring
immediate action, the pilot-in-command may
deviate from any rule in 14 CFR Part 91, Subpart A,
General, and Subpart B, Flight Rules, to the extent
required to meet that emergency.
REFERENCE14 CFR Section 91.3(b).
b. If the emergency authority of 14 CFR
Section_91.3(b) is used to deviate from the provisions
of an ATC clearance, the pilot-in-command must
notify ATC as soon as possible and obtain an
amended clearance.
c. Unless deviation is necessary under the
emergency authority of 14 CFR Section 91.3, pilots
of IFR flights experiencing two-way radio commu-
nications failure are expected to adhere to the
procedures prescribed under “IFR operations,
two-way radio communications failure.”
REFERENCE14 CFR Section 91.185.
6-1-2. Emergency Condition- Request
Assistance Immediately
a. An emergency can be either a distress or
urgency condition as defined in the Pilot/Controller
Glossary. Pilots do not hesitate to declare an
emergency when they are faced with distress
conditions such as fire, mechanical failure, or
structural damage. However, some are reluctant to
report an urgency condition when they encounter
situations which may not be immediately perilous,
but are potentially catastrophic. An aircraft is in at
least an urgency condition the moment the pilot
becomes doubtful about position, fuel endurance,
weather, or any other condition that could adversely
affect flight safety. This is the time to ask for help, not
after the situation has developed into a distress
condition.
b. Pilots who become apprehensive for their safety
for any reason should request assistance immediately.
Ready and willing help is available in the form of
radio, radar, direction finding stations and other
aircraft. Delay has caused accidents and cost lives.
Safety is not a luxury! Take action!
AIM 2/14/08
6-2-1
Emergency Services Available to Pilots
Section 2. Emergency Services Available to Pilots
6-2-1. Radar Service for VFR Aircraft in
Difficulty
a. Radar equipped ATC facilities can provide
radar assistance and navigation service (vectors) to
VFR aircraft in difficulty when the pilot can talk with
the controller, and the aircraft is within radar
coverage. Pilots should clearly understand that
authorization to proceed in accordance with such
radar navigational assistance does not constitute
authorization for the pilot to violate CFRs. In effect,
assistance is provided on the basis that navigational
guidance information is advisory in nature, and the
responsibility for flying the aircraft safely remains
with the pilot.
b. Experience has shown that many pilots who are
not qualified for instrument flight cannot maintain
control of their aircraft when they encounter clouds
or other reduced visibility conditions. In many cases,
the controller will not know whether flight into
instrument conditions will result from ATC instruc-
tions. To avoid possible hazards resulting from being
vectored into IFR conditions, a pilot in difficulty
should keep the controller advised of the current
weather conditions being encountered and the
weather along the course ahead and observe the
following:
1. If a course of action is available which will
permit flight and a safe landing in VFR weather
conditions, noninstrument rated pilots should choose
the VFR condition rather than requesting a vector or
approach that will take them into IFR weather
conditions; or
2. If continued flight in VFR conditions is not
possible, the noninstrument rated pilot should so
advise the controller and indicating the lack of an
instrument rating, declare a distress condition; or
3. If the pilot is instrument rated and current, and
the aircraft is instrument equipped, the pilot should so
indicate by requesting an IFR flight clearance.
Assistance will then be provided on the basis that the
aircraft can operate safely in IFR weather conditions.
6-2-2. Transponder Emergency Operation
a. When a distress or urgency condition is
encountered, the pilot of an aircraft with a coded radar
beacon transponder, who desires to alert a ground
radar facility, should squawk Mode 3/A,
Code_7700/Emergency and Mode C altitude report-
ing and then immediately establish communications
with the ATC facility.
b. Radar facilities are equipped so that Code 7700
normally triggers an alarm or special indicator at all
control positions. Pilots should understand that they
might not be within a radar coverage area. Therefore,
they should continue squawking Code 7700 and
establish radio communications as soon as possible.
6-2-3. Direction Finding Instrument
Approach Procedure
a. Direction Finder (DF) equipment has long been
used to locate lost aircraft and to guide aircraft to
areas of good weather or to airports. Now at most DF
equipped airports, DF instrument approaches may be
given to aircraft in a distress or urgency condition.
b. Experience has shown that most emergencies
requiring DF assistance involve pilots with little
flight experience. With this in mind, DF approach
procedures provide maximum flight stability in the
approach by using small turns, and wings-level
descents. The DF specialist will give the pilot
headings to fly and tell the pilot when to begin
descent.
c. DF IAPs are for emergency use only and will not
be used in IFR weather conditions unless the pilot has
declared a distress or urgency condition.
d. To become familiar with the procedures and
other benefits of DF, pilots are urged to request
practice DF guidance and approaches in VFR
weather conditions. DF specialists welcome the
practice and will honor such requests, workload
permitting.
AIM 2/14/08
6-2-2 Emergency Services Available to Pilots
6-2-4. Intercept and Escort
a. The concept of airborne intercept and escort is
based on the Search and Rescue (SAR) aircraft
establishing visual and/or electronic contact with an
aircraft in difficulty, providing in-flight assistance,
and escorting it to a safe landing. If bailout, crash
landing or ditching becomes necessary, SAR
operations can be conducted without delay. For most
incidents, particularly those occurring at night and/or
during instrument flight conditions, the availability
of intercept and escort services will depend on the
proximity of SAR units with suitable aircraft on alert
for immediate dispatch. In limited circumstances,
other aircraft flying in the vicinity of an aircraft in
difficulty can provide these services.
b. If specifically requested by a pilot in difficulty
or if a distress condition is declared, SAR
coordinators will take steps to intercept and escort an
aircraft. Steps may be initiated for intercept and
escort if an urgency condition is declared and unusual
circumstances make such action advisable.
c. It is the pilot's prerogative to refuse intercept
and escort services. Escort services will normally be
provided to the nearest adequate airport. Should the
pilot receiving escort services continue onto another
location after reaching a safe airport, or decide not to
divert to the nearest safe airport, the escort aircraft is
not obligated to continue and further escort is
discretionary. The decision will depend on the
circumstances of the individual incident.
6-2-5. Emergency Locator Transmitter
(ELT)
a. General.
1. ELTs are required for most General Aviation
airplanes.
REFERENCE14 CFR SECTION 91.207.
2. ELTs of various types were developed as a
means of locating downed aircraft. These electronic,
battery operated transmitters operate on one of three
frequencies. These operating frequencies are
121.5_MHz, 243.0 MHz, and the newer 406 MHz.
ELTs operating on 121.5 MHz and 243.0 MHz are
analog devices. The newer 406 MHz ELT is a digital
transmitter that can be encoded with the owner's
contact information or aircraft data. The latest
406_MHz ELT models can also be encoded with the
aircraft's position data which can help SAR forces
locate the aircraft much more quickly after a crash.
The 406 MHz ELTs also transmits a stronger signal
when activated than the older 121.5 MHz ELTs.
(a) The Federal Communications Commis-
sion (FCC) requires 406 MHz ELTs be registered
with the National Oceanic and Atmospheric
Administration (NOAA) as outlined in the ELTs
documentation. The FAA's 406 MHz ELT Technical
Standard Order (TSO) TSO-C126 also requires that
each 406 MHz ELT be registered with NOAA. The
reason is NOAA maintains the owner registration
database for U.S. registered 406 MHz alerting
devices, which includes ELTs. NOAA also operates
the United States' portion of the Cospas-Sarsat
satellite distress alerting system designed to detect
activated ELTs and other distress alerting devices.
(b) In the event that a properly registered
406_MHz ELT activates, the Cospas-Sarsat satellite
system can decode the owner's information and
provide that data to the appropriate search and
rescue_(SAR) center. In the United States, NOAA
provides the alert data to the appropriate U.S. Air
Force Rescue Coordination Center (RCC) or U.S.
Coast Guard Rescue Coordination Center. That RCC
can then telephone or contact the owner to verify the
status of the aircraft. If the aircraft is safely secured
in a hangar, a costly ground or airborne search is
avoided. In the case of an inadvertent 406 MHz ELT
activation, the owner can deactivate the 406 MHz
ELT. If the 406 MHz ELT equipped aircraft is being
flown, the RCC can quickly activate a search.
406_MHz ELTs permit the Cospas-Sarsat satellite
system to narrow the search area to a more confined
area compared to that of a 121.5 MHz or 243.0 MHz
ELT. 406 MHz ELTs also include a low-power
121.5_MHz homing transmitter to aid searchers in
finding the aircraft in the terminal search phase.
(c) Each analog ELT emits a distinctive
downward swept audio tone on 121.5 MHz and
243.0_MHz.
(d) If “armed” and when subject to crashgenerated forces, ELTs are designed to automatically
activate and continuously emit their respective
signals, analog or digital. The transmitters will
operate continuously for at least 48 hours over a wide
temperature range. A properly installed, maintained,
and functioning ELT can expedite search and rescue
AIM 2/14/08
6-2-3
Emergency Services Available to Pilots
operations and save lives if it survives the crash and
is activated.
(e) Pilots and their passengers should know
how to activate the aircraft's ELT if manual activation
is required. They should also be able to verify the
aircraft's ELT is functioning and transmitting an alert
after a crash or manual activation.
(f) Because of the large number of 121.5 MHz
ELT false alerts and the lack of a quick means of
verifying the actual status of an activated 121.5 MHz
or 243.0 MHz analog ELT through an owner
registration database, U.S. SAR forces do not
respond as quickly to initial 121.5/243.0 MHz ELT
alerts as the SAR forces do to 406 MHz ELT alerts.
Compared to the almost instantaneous detection of a
406 MHz ELT, SAR forces' normal practice is to wait
for either a confirmation of a 121.5/243.0 MHz alert
by additional satellite passes or through confirmation
of an overdue aircraft or similar notification. In some
cases, this confirmation process can take hours. SAR
forces can initiate a response to 406 MHz alerts in
minutes compared to the potential delay of hours for
a 121.5/243.0 MHz ELT.
3. The Cospas-Sarsat system has announced the
termination of satellite monitoring and reception of
the 121.5 MHz and 243.0 MHz frequencies in 2009.
The Cospas-Sarsat system will continue to monitor
the 406 MHz frequency. What this means for pilots is
that after the termination date, those aircraft with only
121.5 MHz or 243.0 MHz ELT's onboard will have
to depend upon either a nearby Air Traffic Control
facility receiving the alert signal or an overflying
aircraft monitoring 121.5 MHz or 243.0_MHz
detecting the alert. To ensure adequate monitoring of
these frequencies and timely alerts after 2009, all
airborne pilots should periodically monitor these
frequencies to try and detect an activated
121.5/243.0_MHz ELT. |
|
IP卡
狗仔卡
发表于 2008-12-21 00:23:09
显身卡