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course guidance).
NOTE−
1. These allowances apply only to operations conducted
within the NAS.
2. The allowances defined in paragraph c apply even when
a facility is explicitly identified as required on a procedure
(e.g., “Note ADF required”). These allowances do not
apply to procedures that are identified as not authorized
(NA) without exception by a NOTAM, as other conditions
may still exist and result in a procedure not being available.
For example, these allowances do not apply to a procedure
associated with an expired or unsatisfactory flight
inspection, or is based upon a recently decommissioned
navaid.
3. ADF equipment need not be installed and operational,
although operators of aircraft without an ADF will be
bound by the operational requirements defined in
paragraph c and not have access to some procedures.
4. For the purpose of paragraph c, “VOR” includes VOR,
VOR/DME, and VORTAC facilities and “compass
locator” includes locator outer marker and locator middle
marker.
A71I1M0.65R CHG 2 37//1315//078
2/14/08 AIM
Area Navigation (RNAV) and Required Navigation Performance (RNP) 1-2-7
aeronautical charts (new and old) to verify navigation
fixesprior to departure. If an amended chart is published
for the procedure, the operator must not use the database
to conduct the operation.
5. Pilots must extract procedures, waypoints,
navaids, or fixes by name from the onboard
navigation database and comply with the charted
procedure or route.
6. For the purposes described in this paragraph,
pilots may not manually enter published procedure or
route waypoints via latitude/longitude, place/
bearing, or place/bearing/distance into the aircraft
system.
e. Operational Requirements for Departure
and Arrival Procedures.
1. Pilots of aircraft with standalone GPS
receivers must ensure that CDI scaling (full-scale
deflection) is either ±1.0 NM or 0.3 NM.
2. In order to use a substitute means of
navigation guidance on departure procedures, pilots
of aircraft with RNAV systems using DME/DME/
IRU, without GPS input, must ensure their 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.
A navigation map may also be used to confirm
aircraft position, if pilot procedures and display
resolution allow for compliance with the 1,000-foot
tolerance requirement.
f. Operational Requirements for Instrument
Approach Procedures.
1. When the use of RNAV equipment using GPS
input is planned as a substitute means of navigation
guidance for part of an instrument approach
procedure at a destination airport, any required
alternate airport must have an available instrument
approach procedure that does not require the use of
GPS. This restriction includes conducting a conventional
approach at the alternate airport using a
substitute means of navigation guidance based upon
the use of GPS. This restriction does not apply to
RNAV systems using WAAS as an input.
2. Pilots of aircraft with standalone GPS
receivers must ensure that CDI scaling (full-scale
deflection) is either ±1.0 NM or 0.3 NM.
NOTEIf
using GPS distance as an alternate or substitute means
of navigation guidance for DME distance on an instrument
approach procedure, pilots must select a named waypoint
from the onboard navigation database that is associated
with the subject DME facility. Pilots should not rely on
information from an RNAV instrument approach procedure,
as distances on RNAV approaches may not match the
distance to the facility.
g. Operational Requirements for Specific
Inputs to RNAV Systems:
1. GPS
(a) RNAV systems using GPS input may be
used as an alternate means of navigation guidance
without restriction if appropriate RAIM is available.
(b) Operators of aircraft with RNAV systems
that use GPS input but do not automatically alert the
pilot of a loss of GPS, must develop procedures to
verify correct GPS operation.
(c) RNAV systems using GPS input may be
used as a substitute means of navigation guidance
provided RAIM availability for the operation is
confirmed. During flight planning, the operator
should confirm the availability of RAIM with the
latest GPS NOTAMs. If no GPS satellites are
scheduled to be out-of-service, then the aircraft can
depart without further action. However, if any GPS
satellites are scheduled to be out-of-service, then the
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