時(shí)間：2011-04-18 00:47來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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Radio Communications Phraseology 4.2.7 occurs after departing the parking area, watch the tower for light signals or monitor tower frequency. REFERENCE. 14 CFR Section 91.125 and 14 CFR Section 91.129. 4.2.14. Communications for VFR Flights a. FSSs and Supplemental Weather Service Locations (SWSLs) are allocated frequencies for different functions; for example, 122.0 MHz is assigned as the En Route Flight Advisory Service frequency at selected FSSs. In addition, certain FSSs provide Local Airport Advisory on 123.6 MHz or other frequencies which can be found in the A/FD. If you are in doubt as to what frequency to use, 122.2 MHz is assigned to the majority of FSSs as a common en route simplex frequency. NOTE. In order to expedite communications, state the frequency being used and the aircraft location during initial callup. EXAMPLE. Dayton radio, November One Two Three Four Five on one two two point two, over Springfield V.O.R, over. b. Certain VOR voice channels are being utilized for recorded broadcasts; i.e., ATIS, HIWAS, etc. These services and appropriate frequencies are listed in the A/FD. On VFR flights, pilots are urged to monitor these frequencies. When in contact with a control facility, notify the controller if you plan to leave the frequency to monitor these broadcasts. 4.2.8 Radio Communications Phraseology Section 3. Airport Operations 4.3.1. General Increased traffic congestion, aircraft in climb and descent attitudes, and pilot preoccupation with cockpit duties are some factors that increase the hazardous accident potential near the airport. The situation is further compounded when the weather is marginal, that is, just meeting VFR requirements. Pilots must be particularly alert when operating in the vicinity of an airport. This section defines some rules, practices, and procedures that pilots should be familiar with and adhere to for safe airport operations. 4.3.2. Airports with an Operating Control Tower a.When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made about 15 miles from the airport. Unless there is a good reason to leave the tower frequency before exiting the Class B, Class C, and Class D surface areas, it is a good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas. Not all airports with an operating control tower will have Class D airspace. These airports do not have weather reporting which is a requirement for surface based controlled airspace, previously known as a control zone. The controlled airspace over these airports will normally begin at 700 feet or 1,200 feet above ground level and can be determined from the visual aeronautical charts. Pilots are expected to use good operating practices and communicate with the control tower as described in this section. b.When necessary, the tower controller will issue clearances or other information for aircraft to generally follow the desired flight path (traffic patterns) when flying in Class B, Class C, and Class D surface areas and the proper taxi routes when operating on the ground. If not otherwise authorized or directed by the tower, pilots of fixed-wing aircraft approaching to land must circle the airport to the left. Pilots approaching to land in a helicopter must avoid the flow of fixed-wing traffic. However, in all instances, an appropriate clearance must be received from the tower before landing. FIG 4.3.1 Components of a Traffic Pattern NOTE. This diagram is intended only to illustrate terminology used in identifying various components of a traffic pattern. It should not be used as a reference or guide on how to enter a traffic pattern. c. The following terminology for the various components of a traffic pattern has been adopted as standard for use by control towers and pilots (See FIG 4.3.1): 1.Upwind leg. A flight path parallel to the landing runway in the direction of landing. 2.Crosswind leg. A flight path at right angles to the landing runway off its takeoff end. 3.Downwind leg. A flight path parallel to the landing runway in the opposite direction of landing. 4.Base leg. A flight path at right angles to the landing runway off its approach end and extending from the downwind leg to the intersection of the extended runway centerline. 5.Final approach. A flight path in the direction of landing along the extended runway centerline from the base leg to the runway. 6.Departure leg. The flight path which begins after takeoff and continues straight ahead along the extended runway centerline. The departure climb continues until reaching a point at least 1/2 mile Airport Operations 4.3.1 beyond the departure end of the runway and within 300 feet of the traffic pattern altitude. d. Many towers are equipped with a tower radar display. The radar uses are intended to enhance the effectiveness and efficiency of the local control, or tower, position. They are not intended to provide radar services or benefits to pilots except as they may accrue through a more efficient tower operation. The four basic uses are: 1. To determine an aircraft’s exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft’s position and spatial relationship to other aircraft can be quickly determined, and standard instructions regarding VFR operation in Class B, Class C, and Class D surface areas will be issued. Once initial radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller’s primary means of surveillance in VFR conditions is visually scanning the airport and local area. |
