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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d.During system initialization, pilots of aircraft equipped with a Flight Management System or other RNAV.certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. Flight crews should crosscheck the cleared flight plan against charts or other applicable resources, as well as the navigation system textual display and the aircraft map display. This process includes confirmation of the waypoints sequence, reasonableness of track angles and distances, any altitude or speed constraints, and identification of fly.by or fly.over waypoints. A procedure shall not be used if validity of the navigation database is in doubt. 5.1.20 Preflight e.Prior to commencing takeoff, the flight crew must verify that the RNAV system is operating correctly and the correct airport and runway data have been loaded. f.During the pre.flight planning phase RAIM prediction must be performed if TSO.C129() equipment is used to solely satisfy the RNAV and RNP requirement. GPS RAIM availability must be confirmed for the intended route of flight (route and time) using current GPS satellite information. In the event of a predicted, continuous loss of RAIM of more than five (5) minutes for any part of the intended flight, the flight should be delayed, canceled, or re.routed where RAIM requirements can be met. Operators may satisfy the predictive RAIM require-ment through any one of the following methods: 1.Operators may monitor the status of each satellite in its plane/slot position, by accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs), and compute RAIM availability using model.specific RAIM prediction software; 2.Operators may use the FAA en route and terminal RAIM prediction website: www.raimprediction.net; 3.Operators may contact a Flight Service Station (not DUATS) to obtain non.precision approach RAIM; AIM 4.Operators may use a third party interface, incorporating FAA/VOLPE RAIM prediction data without altering performance values, to predict RAIM outages for the aircraft’s predicted flight path and times; 5.Operators may use the receiver’s installed RAIM prediction capability (for TSO.C129a/Class A1/B1/C1 equipment) to provide non.precision approach RAIM, accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs). Receiver non.precision approach RAIM should be checked at airports spaced at intervals not to exceed 60 NM along the RNAV 1 procedure’s flight track. “Terminal” or “Approach” RAIM must be available at the ETA over each airport checked; or, 6.Operators not using model.specific software or FAA/VOLPE RAIM data will need FAA operational approval. NOTE. If TSO.C145/C146 equipment is used to satisfy the RNAV and RNP requirement, the pilot/operator need not perform the prediction if WAAS coverage is confirmed to be available along the entire route of flight. Outside the U.S. or in areas where WAAS coverage is not available, operators using TSO.C145/C146 receivers are required to check GPS RAIM availability. Preflight 5.1.21 Section 2. Departure Procedures 5.2.1. Pre-taxi Clearance Procedures a. Certain airports have established pre-taxi clear-ance programs whereby pilots of departing instrument flight rules (IFR) aircraft may elect to re-ceive their IFR clearances before they start taxiing for takeoff. The following provisions are included in such procedures: 1. Pilot participation is not mandatory. 2.Participating pilots call clearance delivery or ground control not more than 10 minutes before pro-posed taxi time. 3.IFR clearance (or delay information, if clear-ance cannot be obtained) is issued at the time of this initial call-up. 4.When the IFR clearance is received on clear-ance delivery frequency, pilots call ground control when ready to taxi. 5.Normally, pilots need not inform ground con-trol that they have received IFR clearance on clearance delivery frequency. Certain locations may, however, require that the pilot inform ground control of a portion of the routing or that the IFR clearance has been received. 6.If a pilot cannot establish contact on clearance delivery frequency or has not received an IFR clear-ance before ready to taxi, the pilot should contact ground control and inform the controller accordingly. b. Locations where these procedures are in effect are indicated in the Airport/Facility Directory. 5.2.2. Pre.departure Clearance Proce-dures a. Many airports in the National Airspace System are equipped with the Tower Data Link System (TDLS) that includes the Pre.departure Clearance (PDC) function. The PDC function automates the Clearance Delivery operations in the ATCT for par-ticipating users. The PDC function displays IFR clearances from the ARTCC to the ATCT. The Clear-ance Delivery controller in the ATCT can append local departure information and transmit the clear-ance via data link to participating airline/service provider computers. The airline/service provider will then deliver the clearance via the Aircraft Commu-nications Addressing and Reporting System (ACARS) or a similar data link system or, for nondata link equipped aircraft, via a printer located at the de-parture gate. PDC reduces frequency congestion, controller workload and is intended to mitigate deliv-ery/readback errors. Also, information from participating users indicates a reduction in pilot workload. b.PDC is available only to participating aircraft that have subscribed to the service through an ap-proved service provider. c.Due to technical reasons, the following limita-tions currently exist in the PDC program: 1.Aircraft filing multiple flight plans are limit-ed to one PDC clearance per departure airport within a 24.hour period. Additional clearances will be de-livered verbally. 2.If the clearance is revised or modified prior to delivery, it will be rejected from PDC and the clear-ance will need to be delivered verbally. |
