时间：2011-04-18 00:47来源：蓝天飞行翻译 作者：航空 点击：次
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operation. Prior to entering an active MOA, pilots should contact the controlling agency for traffic advisories. d. MOAs are depicted on sectional, VFR Terminal Area, and Enroute Low Altitude charts. 3.4.6. Alert Areas Alert areas are depicted on aeronautical charts to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should be particularly alert when flying in these areas. All activity within an alert area shall be conducted in accordance with CFRs, without waiver, and pilots of participating aircraft as well as pilots transiting the area shall be equally responsible for collision avoidance. 3.4.7. Controlled Firing Areas CFAs contain activities which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The distinguishing feature of the CFA, as compared to other special use airspace, is that its activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path. 3.4.2 Special Use Airspace Section 5. Other Airspace Areas 3.5.1. Airport Advisory/Information Services a. There are three advisory type services available at selected airports. 1. Local Airport Advisory (LAA) service is operated within 10 statute miles of an airport where a control tower is not operating but where a FSS is located on the airport. At such locations, the FSS provides a complete local airport advisory service to arriving and departing aircraft. During periods of fast changing weather the FSS will automatically provide Final Guard as part of the service from the time the aircraft reports “on.final” or “taking.the.active. runway” until the aircraft reports “on.the.ground” or “airborne.” NOTE. Current policy, when requesting remote ATC services, requires that a pilot monitor the automated weather broadcast at the landing airport prior to requesting ATC services. The FSS automatically provides Final Guard, when appropriate, during LAA/Remote Airport Advisory (RAA) operations. Final Guard is a value added wind/altimeter monitoring service, which provides an automatic wind and altimeter check during active weather situations when the pilot reports on.final or taking the active runway. During the landing or take.off operation when the winds or altimeter are actively changing the FSS will blind broadcast significant changes when the specialist believes the change might affect the operation. Pilots should acknowledge the first wind/altimeter check but due to cockpit activity no acknowledgement is expected for the blind broadcasts. It is prudent for a pilot to report on.the.ground or airborne to end the service. 2.RAA service is operated within 10 statute miles of specified high activity GA airports where a control tower is not operating. Airports offering this service are listed in the A/FD and the published service hours may be changed by NOTAM D. Final Guard is automatically provided with RAA. 3.Remote Airport Information Service (RAIS) is provided in support of short term special events like small to medium fly.ins. The service is advertised by NOTAM D only. The FSS will not have access to a continuous readout of the current winds and altimeter; therefore, RAIS does not include weather and/or Final Guard service. However, known traffic, special event instructions, and all other services are provided. NOTE. The airport authority and/or manager should request RAIS support on official letterhead directly with the manager of the FSS that will provide the service at least 60 days in advance. Approval authority rests with the FSS manager and is based on workload and resource availability. REFERENCE. AIM, Traffic Advisory Practices at Airports Without Operating Control Towers, Paragraph 4.1.9. b. It is not mandatory that pilots participate in the Airport Advisory programs. Participation enhances safety for everyone operating around busy GA airports; therefore, everyone is encouraged to participate and provide feedback that will help improve the program. 3.5.2. Military Training Routes a.National security depends largely on the deterrent effect of our airborne military forces. To be proficient, the military services must train in a wide range of airborne tactics. One phase of this training involves “low level” combat tactics. The required maneuvers and high speeds are such that they may occasionally make the see-and-avoid aspect of VFR flight more difficult without increased vigilance in areas containing such operations. In an effort to ensure the greatest practical level of safety for all flight operations, the Military Training Route (MTR) program was conceived. b.The MTR program is a joint venture by the FAA and the Department of Defense (DOD). MTRs are mutually developed for use by the military for the purpose of conducting low-altitude, high-speed training. The routes above 1,500 feet AGL are developed to be flown, to the maximum extent possible, under IFR. The routes at 1,500 feet AGL and below are generally developed to be flown under VFR. Other Airspace Areas 3.5.1 c. Generally, MTRs are established below 10,000 feet MSL for operations at speeds in excess of 250 knots. However, route segments may be defined at higher altitudes for purposes of route continuity. For example, route segments may be defined for descent, climbout, and mountainous terrain. There are IFR and VFR routes as follows: 1. IFR Military Training Routes.(IR). Operations on these routes are conducted in accordance with IFR regardless of weather conditions. 2. VFR Military Training Routes.(VR). Operations on these routes are conducted in accordance with VFR except flight visibility shall be 5 miles or more; and flights shall not be conducted below a ceiling of less than 3,000 feet AGL. d. Military training routes will be identified and charted as follows: 1. Route identification. |
