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restrictions.
• Part two contains revisions to minimum en route
IFR altitudes and changeover points.
• Part three, International, contains flight prohibitions, potential hostile situations, foreign notices,
and oceanic airspace notices.
• Part four contains special notices and graphics pertaining to almost every aspect of aviation; such as,
military training areas, large scale sporting events,
air show information, and airport-specific information. Special traffic management programs
(STMPs) are published in part four.
If you plan to fly internationally, you can benefit by
accessing Class I international ICAO System NOTAMs,
that include additional information. These help you differentiate IFR versus VFR NOTAMs, assist pilots who
are not multilingual with a standardized format, and may
include a “Q” line, or qualifier line that allows computers to read, recognize, and process NOTAM content
information.
NAVIGATION DATABASES
The FAA updates and distributes the National Flight
Database (NFD), a navigation database that is published
by NACO every 28 days. This helps pilots and aircraft
owners maintain current information in onboard navigation databases, such as those used in GPS and RNAV
equipment. Current data elements include airports and
heliports, VHF and NDB navigation aids, fixes/waypoints, airways, DPs, STARs, and GPS and RNAV
(GPS) standard instrument approach procedures
(SIAPs) with their associated minimum safe altitude
(MSA) data, runways for airports that have a SIAP
coded in the NFD, and special use airspace (SUA)
including military operation areas (MOA) and national
security areas (NSA).
Future data elements to be added are:
• Air Traffic Service (ATS) routes
• Class B, C, and D Airspace
• Terminal Navigation Aids
• ILS and LOC SIAPs with Localizer and
Glideslope records
• FIR/UIR Airspace
• Communication
Details about the NFD can be found at:
http://www.naco.faa.gov/index.asp?xml=naco/catalog/
charts/digital/nfd
The FAA has developed an implementation and development plan that will provide users with data in an
acceptable, open-industry standard for use in
GPS/RNAV systems. The established aviation industry
standard database model, Aeronautical Radio,
Incorporated (ARINC 424) format, includes the essential information necessary for IFR flight in addition to
those items necessary for basic VFR navigation.
Essentially the new FAA database will fulfill
requirements for operations within the NAS while
still providing the opportunity for private entities to
build upon the basic navigation database and provide users with additional services when desired.
Refer to Appendix A, Airborne Navigation
Databases for more detailed information.
As FAA and other government websites are continuously being changed and updated, be ready to use the
search feature to find the information or publications
you need.
2-1
SAFETY IN THE
DEPARTURE ENVIRONMENT
Thousands of IFR takeoffs and departures occur daily
in the National Airspace System (NAS). In order to
accommodate this volume of Instrument Flight Rule
(IFR) traffic, Air Traffic Control (ATC) must rely on
pilots to use charted airport sketches and diagrams as
well as standard instrument departures (SIDs) and
obstacle departure procedures (ODPs). While many
charted (and uncharted) departures are based on radar
vectors, the bulk of IFR departures in the NAS require
pilots to navigate out of the terminal environment to the
en route phase.
IFR takeoffs and departures are fast-paced phases of
flight, and pilots often are overloaded with critical
flight information. During takeoff, pilots are busy
requesting and receiving clearances, preparing their
aircraft for departure, and taxiing to the active runway. During IFR conditions, they are doing this with
minimal visibility, and they may be without constant
radio communication if flying out of a non-towered
airport. Historically, takeoff minimums for commercial operations have been successively reduced
through a combination of improved signage, runway
markings and lighting aids, and concentrated pilot
training and qualifications. Today at major terminals,
some commercial operators with appropriate equipment, pilot qualifications, and approved Operations
Specifications (OpsSpecs) may takeoff with visibility
as low as runway visual range (RVR) 3, or 300 feet
runway visual range. One of the consequences of
takeoffs with reduced visibility is that pilots are challenged in maintaining situational awareness during
taxi operations.
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(35)