時間：2011-04-18 00:50來源：藍(lán)天飛行翻譯 作者：航空 點擊：次
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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 (b)Unpublished RNAV routes are direct routes, based on area navigation capability, between waypoints defined in terms of latitude/longitude coordinates, degree.distance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 Radar monitoring by ATC is required on all unpublished RNAV routes.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. En Route Procedures 5.3.6 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. En Route Procedures 5.3.7 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) |
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