曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

[d] Cross out J if “JUNGLE” survival equipment is not carried.
(3) J/ (JACKETS).
[a] Cross out “LIGHT” if life jackets are not equipped with lights.
[b] Cross out “FLUORES” if life jackets are not equipped with .uorescein.
[c] Cross out “UHF” or “VHF” or both as in R/ above to indicate radio capability of jackets, if any.
(4) D/ (DINGHIES).
[a] NUMBER. Cross out indicators “NUMBER” and “CAPACITY” if no dinghies are carried, or insert number of dinghies carried; and
[b] CAPACITY. Insert total capacity, in persons, of all dinghies carried; and
[c] COVER. Cross out indicator “COVER” if din-ghies are not covered; and
[d] COLOR. Insert color of dinghies if carried.
(5)
A/ (AIRCRAFT COLOR AND MARKINGS). Insert color of aircraft and signi.cant markings.

(6)
N/ (REMARKS). Cross out indicator N if no remarks, or indicate any other survival equipment carried and any other remarks regarding survival equipment.

(7) C/ (PILOT). Insert name of pilot-in-command.
5–1–16 RNAV and RNP Operations
* * * * *
c. The onboard navigation database must be current and appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded terminal airspace pro-cedures for the departure, arrival and alternate air.elds.
* * * * *
5–2–8 Instrument Departure Procedures (DP) — Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID)
* * * * *
e. Responsibilities
1. * * * * * * * *
5. ATC crossing altitude restrictions published on SIDs are identi.ed on the chart with “(ATC)” following the altitude restric-tion. This will indicate to the pilot and the controller that this restriction is for ATC purposes and may be deleted by ATC. …* * *
* * * * *
5–4–1 Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals.
* * * * *
e. RNAV STAR.
1. All public RNAV STARs are RNAV1. These procedures require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV1 procedures require the aircraft’s total system error remain bounded by ±1 NM for 95% of the total .ight time.

2. For procedures requiring GPS, if the navigation system does not automatically alert the .ight crew of a loss of GPS, the operator must develop procedures to verify correct GPS opera-tion.
5–4–4 Advance Information on Instrument Approach
* * * * *
c. Aircraft destined to uncontrolled airports, which have auto-mated weather data with broadcast capability, should monitor the ASOS/AWSS/AWOS frequency to ascertain the current weather for the airport. The pilot must advise ATC when he/she has received the broadcast weather and state his/her intentions.
Note 1: ASOS/AWSS/AWOS should be set to provide one-minute broadcast weather updates at uncontrolled airports that are with-out weather broadcast capability by a human observer.
* * * * *
5–4–5 Instrument Approach Procedure Charts
a. * * *
3. * * *
(d)
Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800. Some of these approaches are to runways that have touchdown zone and center-line lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800. For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or the dag-ger symbol “.”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR 1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the .ight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach. In the interest of safety, single pilot operators should not .y approaches to 1800 RVR minimums on runways without touchdown and cen-terline lights using only a .ight director, unless accompanied by the use of an autopilot with an approach coupler.

(e) * * *

(f)
RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV and LPV lines of minima using WAAS and RNAV (GPS) approaches to LNAV and LNAV/VNAV lines of minima using GPS are charted as RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21). VOR/DME RNAV approaches will continue to be identi.ed as VOR/DME RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 21). VOR/DME RNAV procedures which can be .own by GPS will be annotated with “or GPS” (e.g., VOR/DME RNAV or GPS RWY 31).

4. * * *
Note: Barometric Vertical Navigation (baro-VNAV). An RNAV sys-tem function which uses barometric altitude information from the aircraft’s altimeter to compute and present a vertical guidance path to the pilot. The speci.ed vertical path is computed as a geo-metric path, typically computed between two waypoints or an angle based computation from a single waypoint. Further guid-ance may be found in Advisory Circular 90-105.
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：ASA’s FAR/AIM and Flight Crew 2010 Update(78)