时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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4.It should be remembered that the controller’s primary function is to provide safe separation between aircraft. Any additional service, such as weather avoidance assistance, can only be provided to the extent that it does not derogate the primary function. It’s also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. ATC radar limitations and frequency congestion may also be a factor in limiting the controller’s capability to provide additional service. 5.It is very important, therefore, that the request for deviation or radar vector be forwarded to ATC as far in advance as possible. Delay in submitting it may delay or even preclude ATC approval or require that additional restrictions be placed on the clearance. Insofar as possible the following information should be furnished to ATC when requesting clearance to detour around weather activity: (a)Proposed point where detour will commence. (b)Proposed route and extent of detour (direction and distance). (c)Point where original route will be resumed. (d) Flight conditions (IFR or VFR). (e)Any further deviation that may become necessary as the flight progresses. (f)Advise if the aircraft is equipped with functioning airborne radar. 6.To a large degree, the assistance that might be rendered by ATC will depend upon the weather information available to controllers. Due to the extremely transitory nature of severe weather situations, the controller’s weather information may be of only limited value if based on weather observed on radar only. Frequent updates by pilots giving specific information as to the area affected, altitudes, intensity and nature of the severe weather can be of considerable value. Such reports are relayed by radio or phone to other pilots and controllers and also receive widespread teletypewriter dissemination. 7.Obtaining IFR clearance or an ATC radar vector to circumnavigate severe weather can often be accommodated more readily in the en route areas away from terminals because there is usually less congestion and, therefore, offer greater freedom of action. In terminal areas, the problem is more acute because of traffic density, ATC coordination requirements, complex departure and arrival routes, adjacent airports, etc. As a consequence, controllers are less likely to be able to accommodate all requests for weather detours in a terminal area or be in a position to volunteer such routing to the pilot. Nevertheless, pilots should not hesitate to advise controllers of any observed severe weather and should specifically advise controllers if they desire circumnavigation of observed weather. c. Procedures for Weather Deviations and Other Contingencies in Oceanic Controlled Airspace. 1.When the pilot initiates communications with ATC, rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate priority is desired on the frequency and for ATC response. 2.The pilot still retains the option of initiating the communications using the urgency call “PAN. PAN” 3 times to alert all listening parties of a special handling condition which will receive ATC priority for issuance of a clearance or assistance. 3.ATC will: (a)Approve the deviation. (b)Provide vertical separation and then approve the deviation; or (c)If ATC is unable to establish vertical separation, ATC shall advise the pilot that standard separation cannot be applied; provide essential traffic Meteorology 7.1.37 information for all affected aircraft, to the extent practicable; and if possible, suggest a course of action. ATC may suggest that the pilot climb or descend to a contingency altitude (1,000 feet above or below that assigned if operating above FL 290; 500 feet above or below that assigned if operating at or below FL 290). PHRASEOLOGY. STANDARD SEPARATION NOT AVAILABLE, DEVIATE AT PILOT’S DISCRETION; SUGGEST CLIMB (or descent) TO (appropriate altitude); TRAFFIC (position and altitude); REPORT DEVIATION COMPLETE. 4.The pilot will follow the ATC advisory altitude when approximately 10 NM from track as well as execute the procedures detailed in para-graph 7.1.14c5. 5.If contact cannot be established or revised ATC clearance or advisory is not available and deviation from track is required, the pilot shall take the following actions: (a)If possible, deviate away from an organized track or route system. (b)Broadcast aircraft position and intentions on the frequency in use, as well as on frequency 121.5 MHz at suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected. (c)Watch for conflicting traffic both visually and by reference to TCAS (if equipped). (d) Turn on aircraft exterior lights. (e)Deviations of less than 10 NM or operations within COMPOSITE (NOPAC and CEPAC) Airspace, should REMAIN at ASSIGNED altitude. Otherwise, when the aircraft is approximate-ly 10 NM from track, initiate an altitude change based on the following criteria: TBL 7.1.4 Route Centerline/Track Deviations >10 NM Altitude Change East 000 . 1790M Left Right Descend 300 Feet Climb 300 Feet West 180.3590M Left Right Climb 300 Feet Descend 300 Feet Pilot Memory Slogan: “East right up, West right down.” (f)When returning to track, be at assigned flight level when the aircraft is within approximately 10 NM of centerline. (g)If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information. |
