曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

5.2.3 The U.S. periodically issues multipart NOTAMs which are transmitted as multiple
telecommunication messages. The nature of the NOTAM material is such that it will not always fit
in one message.
5.2.8.1 The monthly checklist of NOTAMs does not specifically reference printed publications, such as AIP
amendments.
5.2.8.3 A monthly printed plain language summary of NOTAMs in force is not issued. The International
NOTAM publication, issued biweekly, is not inclusive of all U.S. international NOTAMs.
5.3.2 The U.S. does not use the System NOTAM format at this time. The format used is based on the
previous ICAO Class I format. See notes on Appendix 6 for details.
Chapter 6 Aeronautical Information Regulation and Control (AIRAC)
See 4.2.8.
31 JULY 08
AIP
United States of America
GEN 1.7−62
15 MAR 07
Nineteenth Edition Federal Aviation Administration
Chapter 8 Pre−Flight and Post−Flight Information
8.1.2.1 f) NOTAMs relating to bird hazards are relayed as local NOTAM information and are not
disseminated internationally. The information is available from the local flight service station during
preflight briefing.
Appendix 1 Contents of Aeronautical Information Publication (AIP)
GEN 2.7 The U.S. does not publish sunrise/sunset tables in the AIP.
GEN 3.1.3 4) The U.S. does not publish pre−flight information bulletins (PIBs).
Appendix 2 SNOWTAM Format
The U.S. does not use the SNOWTAM for issuance of winter weather information. Snow conditions
are reported using our current international NOTAM format (Class I).
Appendix 3 ASHTAM Format
1.3 ASHTAM information will continue to be distributed as an International NOTAM.
2.1 The heading will not be entered as stated.
3 ASHTAM information will be distributed in U.S. International NOTAM format.
Appendix 6 NOTAM Format
The U.S. is not prepared to transition to the System NOTAM format. NOTAMs are processed in the
previous ICAO Class I format.
1.2
General
Multiple conditions, for a single location, may be reported in a NOTAM.
2
NOTAM
numbering
The U.S. numbers NOTAMs consecutively by location, not by country of origin. Due to the volume
of international NOTAMs generated by the U.S., the current U.S. numbering scheme is expected to
continue.
3
Qualifiers
The current software will not accept the Item Q) qualifiers line.
5
Item B)
Item B) is currently issued as an eight digit date−time group.
The U.S. also uses the initials ‘‘WIE’’ (with immediate effect) for NOTAMs that take effect
immediately upon issuance.
The U.S. does not include an Item B) in NOTAMCs. The assumption is that all cancellations take
effect immediately when issued. While this date−time group could be added to NOTAMCs, the U.S.
position is that it is unnecessary.
6
Item C)
Item C), like item B), is currently issued as an eight digit date−time group.
The U.S. also uses the initials ‘‘UFN’’ (until further notice) for NOTAMs that have an uncertain
duration.
8
Item E)
U.S. NOTAMs do not contain Item E) information for NOTAMCs.
Remark: Item E) contains the NOTAM Code (Q−code) in addition to plain language and ICAO
abbreviations.
31 JULY 08
AIP
United States of America
GEN 1.7−63
15 MAR 07
Federal Aviation Administration Nineteenth Edition
ANNEX 16 − ENVIRONMENTAL PROTECTION
VOLUME I − AIRCRAFT NOISE
Reference: Part 36 of Title 14 of the United States Code of Federal Regulations
Chapter 1
1.7 Each person who applies for a type certificate for an airplane covered by 14 CFR Part 36,
irrespective of the date of application for the type certificate, must show compliance with Part 36.
Chapter 2
2.1.1 For type design change applications made after 14 August 1989, if an airplane is a Stage 3 airplane
prior to a change in type design, it must remain a Stage 3 airplane after the change in type design
regardless of whether Stage 3 compliance was required before the change in type design.
2.3.1 a) Sideline noise is measured along a line 450 meters from and parallel to the extended runway
centerline for two− and three−engine aircraft; for four−engine aircraft, the sideline distance is
0.35 NM.
2.4.2 Noise level limits for Stage 2 derivative aircraft depend upon whether the engine by−pass ratio is
less than two. If it is, the Stage 2 limits apply. Otherwise, the limits are the Stage 3 limits plus 3 dB
or the Stage 2 value, whichever is lower.
2.4.2.2 b) Take−off noise limits for three−engine, Stage 2 derivative airplanes with a by−pass ratio equal to or
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：AIP航行情報匯編1(67)