(Civil Aviation Administration of China on May 26, 2004 the 122th release as of June 26, 2004) contents chapter I General provisions chapter II chapter regional air traffic services airspace classification the fourth chapter specification for spatial navigation tolerances in section II section I General provisions section III flight information region fourth quarter high altitude and low altitude in control area section fifth Terminal (approaching) zone sixth section Airport control zone eighth and seventh tower control area route and route instrument flight procedures protect the Nineth day of waiting for flights at the airport area section tenth fifth airspace data sixth chapter airspace use in special areas program the seventh chapter annex annex II to Annex I definitions of various types of airspace for air traffic services and flight navigation tolerance requirements in annex III and annex IV of the buffer control fan divisions established guidance material Material first section General provides second section designated set control fan district of principles third section control fan district of designated set and using method fourth section control fan district of name and code refers to distribution annex five important points of set and recognition specification first section General provides second section important points of classification third section important points of name and coding code fourth section report points of set fifth section into away from field route important points of set sixth section turned For points of set annex six route and route code of recognition specification first section General provides second section code of composition third section code of refers to distribution fourth section code of using annex seven air area, and restricted and danger zone code of recognition specification annex eight sailing data quality requirements first chapter General first article to specification civil aviation activities related airspace of construction and using, guarantee aircraft run of security and efficiency, full development and reasonable using empty     Domain resources, in accordance with the People's Republic of China flies and relevant provisions of the basic rules, these measures are formulated. 　　Second article this regulation is applicable in the People's Republic of China airspace, and according to the provisions of the international treaty concluded or acceded to, by providing air traffic services in China's civil aviation airspace over the high seas to the construction and operation activities.     Civil aviation management, air traffic services units and individuals engaged in civil aviation activities shall comply with the relevant provisions of these measures. Article-space is a national resource and should be reasonable, adequate and effective use. The construction and use of the airspace should be guided by the following principles: (a) to ensure flight safety. 　　The construction and use of the airspace should help prevent aircraft collision between aircraft and between aircraft and obstructions, and conducive to aircraft pilots dispose of distress emergencies. (B) to ensure national security. 　　The construction and use of the airspace should meet the demands of Homeland Defense and national security. (C) improving economic efficiency. 　　Spatial construction and use should have a beneficial effect on national economic construction and function should help airlines reduce operating costs. (D) facilitate the provision of air traffic services. 　　Spatial construction and use of air traffic services shall be easy to the operation of the aircraft to provide air traffic services meet the needs of air traffic services on the use of airspace. (E) accelerate the flight activity flow. 　　Spatial construction and use should be conducive to maintaining and accelerating the air traffic activity. (F) possess good adaptability. 　　Construction and use of the airspace should be adapted to different types of aircraft at different times and different operating requirements. (VII) into line with the international standard.     The construction and use of the airspace should as far as possible in conformity with the Convention on international civil aviation and its annexes and documents technical standards and recommended practices, and facilitate the implementation of international and domestic flights. 　　Fourth article airspace of construction and using should consider following basic factors: (a) air traffic flow distribution situation, including vertical and level direction of distribution; (ii) different nature of air flight activities on airspace and air traffic service of different requirements; (three) airspace environment of effect, including terrain, and landforms, and airport and other limit factors; (four) city construction and the security guarantees requirements; (five) air traffic guarantees system, including communications, and navigation, and monitored, and meteorological and sailing intelligence of integrated capacity;     (F) the means and methods of air traffic control services, (VII) the special requirements of users of the airspace the airspace.     Fifth China's general administration of civil aviation (hereinafter DGAC) air traffic management Bureau, according to state regulations and these rules, responsible for civil aviation, flight activities to the overall needs of the construction and use of the airspace, responsible for the construction and use of civil aviation activities in airspace.     Sixth article in order to improve airspace utilization of resources to ensure flight safety and smoothly, after the consent of the relevant authorities in accordance with national consent, civil aviation airspace on the opening up of the aircraft used in flight activities.     Seventh article this way of the meaning of the terms used, in Annex I to this approach set out in the definition.     Chapter airspace classification eighth airspace shall be according to the route, route structure, communications, navigation, meteorological and monitoring facilities and air traffic division of comprehensive support services, within the airspace in order to provide effective air traffic flight services.     Nineth Airways, air routes areas and civilian airport for locale upper control areas, control areas at low altitude, Terminal (approaching) zone and aerodrome tower control area. 　　Article tenth typically upper control areas, control areas at low altitude, Terminal (near) the airspace control area and within aerodrome tower control area called a, b, c, and d airspace. 　　(A) class a airspace aircraft under instrument flight rules flights are only for all aircraft in flight to provide air traffic control services, and aircraft equipped with a space between. 　　(B) class b airspace allows the aircraft under instrument flight rules flights or flight in accordance with visual flight rules, for all flights of aircraft to provide air traffic control services, and aircraft equipped with a space between. 　　(Three) c class airspace within allows aircraft according to instrument flight rules flight or according to visual flight rules flight, on all flight in the of aircraft provides air traffic control service, and in according to instrument flight rules flight of aircraft Zhijian, and in according to instrument flight rules flight of aircraft and according to visual flight rules flight of aircraft Zhijian equipped with interval; according to visual flight rules flight of aircraft should received other according to visual flight rules flight of aircraft of activities intelligence. 　　(Four) d class airspace within allows aircraft according to instrument flight rules flight or according to visual flight rules flight, on all flight in the of aircraft provides air traffic control service; in according to instrument flight rules flight of aircraft Zhijian equipped with interval, according to instrument flight rules flight of aircraft should received according to visual flight rules flight of aircraft of activities intelligence; according to visual flight rules flight of aircraft should received all other flight of aircraft of activities intelligence.     Four categories of airspace referred to in the preceding paragraph need to provide air traffic services and flight requirements as described in annex II to this approach the airspace for air traffic services and flight requirements. 11th different types of vertical adjacent airspace, common flight flight level shall comply with the airspace less restrictive types of requirements, and provide air space requirements for the class of service.     A, b, and c, class d airspace flight restrictions in alphabetical order ... 12th the lower bound of a, b and c airspace, the air space should be the lowest usable flight level; lower bounds for class d airspace should be on the ground or water.     A, b, c, and d airspace upper limit should be determined according to the provision of air traffic control services, the CAP is usually a flight level as its value should be. 13th class a airspace is controlled airspace from a height. Standard atmospheric pressure in the country more than 6000 m of space, may be established altitude controlled airspace.     Within this airspace aircraft flying in accordance with instrument flight rules flights and subject to air traffic control services. Class b airspace is controlled airspace at low altitude in 14th. At standard atmospheric pressure within a height of 6000 meters (inclusive) to the space below a specified height, may be established in controlled airspace at low altitude.     This type of aircraft flying within airspace, flying in accordance with instrument flight rules, and subject to air traffic control services; consistent with Visual meteorological conditions, the aircraft pilots to apply for, and approved by the corresponding control unit or in accordance with the visual flight rules flight, air traffic control services and accept. 15th class c airspace for approach control airspace. Usually refers to one or more near the airport route, route junction for, easy entry and departure of aircraft in flight in controlled airspace. It is altitude controlled airspace or at low altitude in controlled airspace and connections between the airport control zone.     This type of aircraft flying within airspace, flying in accordance with instrument flight rules, and subject to air traffic control services; consistent with Visual meteorological conditions, the aircraft pilots to apply for, and approved by the corresponding control unit or in accordance with the visual flight rules flight, air traffic control services and accept. 16th class d airspace for airport control zone. Airport control zone usually includes the TRAFFIC PATTERN and final approach after the anchor leg and first wait level (included) space and the airport maneuvering area from below the Earth's surface.     This type of aircraft flying within airspace, flying in accordance with instrument flight rules, and subject to air traffic control services; consistent with Visual meteorological conditions, the aircraft pilots to apply for, and approval of the tower control room or in accordance with the visual flight rules flight, air traffic control services and accept. 　　Chapter 17th air transport services air transport services is a major component of air traffic management, including the air traffic control service, flight information service and alerting service. Air traffic control service's mission is to prevent the aircraft collided with the aircraft and tactical aircraft colliding with obstacles in the region, maintaining and accelerating the air traffic activity. 　　Flight information services mission is to fly the aircraft in providing help to safely and efficiently and to implement the recommendations of the flight information.     Alerting service is mandated to the institution concerned needs to search-and-rescue aircraft, notification, and, if necessary, assisting or coordinating the work of the Agency. 　　18th air traffic control services, including airport control service, approach control and area control service. 　　(A) the airport control service is to prevent aircraft collision as well as tactical aircraft collided with the barrier in the area, maintain and speed up orderly flight activity, flight near the airport to, accept the approach control service outside the aircraft to provide air traffic control services. 　　(B) the approach control service is to prevent collision between aircraft, speed up and maintain orderly flight activities to approach or departure flight phase monitoring aircraft providing air traffic control services.     (C) the area control service is to prevent collision between aircraft, flying activities to maintain and accelerate order, to accept the approach of aircraft and airport control service provides air traffic control services. 　　19th determines whether an area or the airport needed to provide air traffic services, should be based on the following factors: (a) flying the type and complexity of the activities involved, (ii) the density of air traffic, and (iii) meteorological conditions; (iv) other possible factors, including geographical conditions.     Determines whether a particular area or airport required to provide air traffic services, shall not be taken into account in the region or whether the airport operational aircraft equipped with airborne collision avoidance systems. After the 20th identified the need to provide air traffic services shall be based on the provision of air traffic services type to establish appropriate air traffic service area.     Air traffic services that includes flight information regions, upper control areas, control at low altitude, Terminal control, approach control area, the aerodrome tower control areas, Airways and air routes.     Article 21st airspace flight information service and alerting service is required, shall establish a flight information region and the search and rescue region. 　　22nd determined the need to provide air traffic control service area should be provided depending on the type of air traffic control services, set up the appropriate controls.     Approach control airspace can be included in the high altitude, low altitude within the control zone or aerodrome tower control area, but air traffic density within the approach control airspace and flying complex cases, Terminal control area or approach control area should be established. 　　Article 23rd according to the nature of the mission and conditions, divide the route into international routes and domestic routes.     According to the on-board navigational equipment of the aircraft capacity, effective range of ground navigation AIDS and air traffic control, in accordance with the provisions established in the airspace Rnav. 　　Article 24th according to the allowed time limit, routes are divided into fixed routes and temporary routes. Connection to the airport or runway to start routes between the air field is a point of departure route connecting route or routes and close to the airport, and from the en route phase to approach phases of flight leg for approach path.     Approach routes and departure routes collectively known as arrival and departure routes. Fourth chapter-space specification section I General provisions article 25th should be connected with this approach, industry-standard used in combination, as well as other relevant provisions in the annex.     This approach, as well as the relevant provisions not covered by technical standards, can refer to the Convention on international civil aviation and its annexes and the relevant standards and recommended measures for the implementation of the document.     Article 26th as relates to airspace of civil aviation in this way to determine lateral and vertical buffers only for use by other civil aviation activities of protected airspace restrictions. 27th will run a space to introduce new, adjust the structure of Airways and air routes or adjust the CONTROL SECTOR, should be to assess the level of safety of the airspace.     If acceptable levels of security when you cannot be quantified, can make a security assessment based on business judgment. 28th civil aviation activities involving various types of spatial construction and use shall be in accordance with the spatial construction and use procedures and other relevant regulations.     Airspace use plan finalized, should be based on needs of airspace and air traffic services, building the necessary communications, navigation, surveillance, weather information and navigation facilities.     Section II article 29th navigation navigation tolerance tolerance is all kinds of spatial design or technical assessment basis, mainly for the airspace designated buffer zone, route and route, as well as design instrument departure and approach procedures, including providing precision navigation data to determine the barrier zone.     30th navigation tolerance is the result of many related factors, using the method of square root calculation, or influencing accuracy of navigation navigation the tolerance value is equal to the sum of squares of deviation produced by square. 　　31st of the location of the demarcation point of ground radio navigation facilities article navigation tolerance, by the characteristics of the ground radio navigation facilities, as well as the location and radio navigation facilities between the azimuth and distance traveled.     Omni-directional beacon and ranging in the same position, shall, in accordance with the maximum tolerance design of the navigation space.     Article 32nd required RNAV Navigation properties of type shall be provided according to different parts of the communications, navigation and surveillance and air traffic services identified.     Article 33rd to the nominal flight path or nominal areas of the Center, according to navigation tolerance 99.7%-probability of containment to determine extra disabled area, determined according to the navigation tolerance 95% probability of containment areas, apart from the main area for the sub-region.     Article 34th crossed anchors, navigation navigation tolerances and super barrier over facilities and buffer zones in accordance with the approach set out in the annex III of the tolerance and buffer zones of navigation.     Flight information region article 35th of the flight information region of section III should be included within the country over, as well as by the International Civil Aviation Organization meeting of the Asia-Pacific region navigation agreement, approved by the International Civil Aviation Organization and by providing air traffic services in China, next to all the airspace and air route structure over the high seas.     Article 36th flight information region over the delineation of the border or adjustment on the high seas shall, in accordance with relevant requirements of the ICAO regional air navigation meeting agreements. 37th flight information region shall, according to the flight information region providing flight information service unit or name specifies the name of the other units. Name of flight information regions coordinated by the Civil Aviation Administration Office of the Asia-Pacific region and informed the International Civil Aviation Organization determines its code.     Flight information region name, code, range, as well as other required information shall be published in accordance with aeronautical information publication. Article 38th in order to promptly and effectively in the country lost within the flight information region of aircraft for search and rescue, sailing within the country as well as by the International Civil Aviation Organization Asia-Pacific Conference agreements, and approved by the International Civil Aviation Organization airspace air traffic services provided by our designated search and rescue zone.     Search and rescue areas and scope of the flight information region. Fourth high altitude and low altitude in control zone 39th air control area and control area collectively known as the regional area at low altitude. 　　Regional control areas should be included in accordance with instrument flight rules operation of all routes and routes, as well as the instrument holding pattern and air special flight areas such as oil, but Terminal (close) control zone and aerodrome tower control area, except.     Region control area in horizontal and vertical range conform to the standard case, should reduce the restrictions on air traffic services route, route running and.     40th regional control zone establishment must relate to communications, navigation, surveillance and meteorological facilities and coverage of adaptation, taking into account the coordination needed between the control unit, so that it can effectively provide air traffic services for all aircraft flying in the region. 　　41st regional control zone boundary shall take possible aircraft fly around thunderstorms and other special requirements, implementation of the transfer of control point near the communication coverage, and when the radar controller's radar coverage. Ranging set of points can be used as an important point of reference when describing the control zone boundary of the region. When used as a reference point, point determined by the distance measuring equipment shall mark the distance from the location. 　　When the callout from kilometers (miles). Set regional control district of level border, should as avoid appeared following case: (a) control district border designated set in route or route of side to buffer within; (ii) route or route short distance through a control district, led to control transfer frequently; (three) control district border set in aircraft climb or declined stage of route, and route Shang, led to aircraft in climb or declined stage for control transfer; (four) from several control district of more article route, and route of brings together points distance control district border more near,     Increase the difficulty of gathering point near the controls. 　　42nd air control zones lower than normal atmospheric pressure altitude of 6000 m (not included), or determined in accordance with air traffic control services, and take a flight level as its value.     Ceiling in height control zones shall be determined in accordance with air traffic control services, and take a flight level as its value. 　　Article 43rd in the lower limit of the control zone at low altitude is usually off the ground or 200 meters above the water, or Terminal (approaching) zone or aerodrome tower control area the upper limit of determining the lower limit of the control zone at low altitude in the height of 900 meters above mean sea level, you should take a flight level as its value.     Low level convergence controls the upper limit is usually lower in height control zones; above it without height control zones shall be determined in accordance with air traffic control service CAP, and take a flight level as its value. 44th regional control areas based on region's air traffic flow, controller workload, and how busy the ground-air communications, designated control sectors.     Designated CONTROL SECTOR in accordance with the measures of the regionalization of the control of fan is set in annex IV guidance material. Article 45th Upper control areas providing air traffic services in the airspace is usually a class a airspace; in cases that contain other types of airspace, must be clear about its spatial type and scope.     In the low-altitude airspace to control local air traffic services typically class b airspace; in cases that contain other types of airspace, must be clear about its spatial type and scope. Article 46th regional control zone should be provided to the region in order to control air traffic control unit of the city's name with high or low altitude in control zone as a marker.     Zone control zone name, scope, responsibility, communication frequencies, and other required information shall be published in accordance with aeronautical information publication. 　　Section fifth Terminal (close) control zone near 47th airport approach and departure routes is more complex, or one or several of our neighbouring airports total annual landing sorties over 36,000 of them, you should consider setting up terminal or approach control area, aircraft for the approach, departure flight to provide safe and efficient air traffic control services.     Typically, in the Terminal control areas at the same time for 2 or 2 above the airport's approach and departure flight providing approach control service, approach control zone only as an airport of entry and departure flights to provide approach control services. 48th Terminal (close) control zone should include instrument landing, taking off and the necessary waiting for air space. 　　Initial approach segment selection and end of (nearly) design of control zones shall be coordinated, as far as possible reduce the need for airspace.     Terminal (nearly) horizontal and vertical range of the control zone in compliance with the relevant standards of case, should reduce the restrictions on air traffic services route, route running and.     49th Terminal (close) control zones designated, should work with the communications, navigation, surveillance and meteorological facilities and coverage of adaptation, taking into account the coordination needed between the control unit to be able to effectively control services provided to all aircraft flying in the region. 50th Terminal (close) control zone should be designed to meet the requirements of flight program, taking into account the route or flight stage interfacing with arrival and departure flight. 　　Under special circumstances, Terminal (close) control area can also contain parts of flying over the route, route, or handed over to the regional control is responsible for part of the arrival and departure routes. 　　Distance measuring equipment can be used as terminals (approaching) zone design point of reference, distance measuring equipment must be marked on the figure the distance value, callout from kilometers (miles). Terminal (into near) control district border of set should as avoid appeared following case: (a) control district border designated set in route or route of side to buffer within; (ii) route, and route flight and into away from field flight Zhijian of space defined fuzzy, led to flew over the aircraft and into away from field aircraft of flight height mutual interspersed with; (three) route, and route short distance through a Terminal (into near) control district, led to control transfer frequently; (four) control district border set in aircraft climb or declined stage of route, and route Shang,     Result in a transfer of control in climb or descent phase (v) from the control zone is more than one route, route point of convergence from the control zone border near, increase the difficulty of control near the point of convergence. 51st Terminal (near) the lower limit of the control area should normally be from ground or water more than 200 meters, or ceiling of the aerodrome tower control area. If the Terminal (approaching) zone arc RADIUS 13-kilometer airport control zone, the Terminal (approaching) zone lower limit should be on the ground or water surface above 450 meters. 　　If the Terminal (approaching) zone lower limit determines the height of 900 meters above mean sea level, you should take a flight level as its value.     Terminal (near) controls the upper limit is usually less than standard atmospheric pressure height of 6000 meters, and should take a flight level as its value. 　　52nd Terminal (near) a ladder-shaped outer boundary of the controlled area and determine its external borders should be taken into account when the Terminal (approaching) zone the minimum climb gradient, the Airport elevation, airport control zone radius, and stepped outside the area around the borders and airport airspace and geographical fit and in compliance with the relevant safety standards. Terminal (into near) Control District stepped-like peripheral border should according to following provides determine: (a) airport control zone peripheral border to outside side 20-kilometer, if control zone radius for 10-kilometer, is stepped minimum high for 300 meters, if control zone radius for 13-kilometer, is stepped minimum high for 450 meters; (ii) airport control zone peripheral border to outside 20 to 30-kilometer, stepped minimum high for 750 meters; (three) airport control zone peripheral border to outside 30 to 40-kilometer, stepped minimum high for 1050 meters 　　; (Four) airport control zone peripheral border to outside 40 to 60-kilometer, stepped minimum high for 1350 meters; (five) airport control zone peripheral border to outside 60 to 120-kilometer, stepped minimum high for 2250 meters; (six) airport control zone peripheral border to outside 120 to 180-kilometer, stepped minimum high for 3900 meters; (seven) airport control zone peripheral border to outside 180 to 240-kilometer, stepped minimum high for 5100 meters. Minimum height of the ladder reference referred to in the preceding paragraph for the airport runway. Lowest in the ladder over high Airport elevation airport transition altitude, should be converted to the corresponding standard atmospheric pressure level.     When released, should also be under the airport transition high or transition altitude and transition level setting, the relevant data to the corresponding air pressure height. 53rd Terminal (approaching) zone according to the region's air traffic flow, and how busy the controllers ' workload and space communication, designated control sectors.     Designated CONTROL SECTOR in accordance with the measures of the regionalization of the control of fan is set in annex IV guidance material.     54th Terminal (near) provides air traffic control services within the control area airspace is usually a class c airspace contains other types of airspace, must be clear about its spatial type and scope. 55th Terminal (close) control zone should be provided to the region in order to control air traffic control unit of the city's name with the terminal or approach control zones as identified.     Terminal (approaching) zone name, scope, responsibility, communication frequencies, and other required information shall be published in accordance with aeronautical information publication. 　　Sixth section of airport control zone and 56th civil airport tower control area should be under the airport flight activity in and near an airport controlled area, near the airport in order to establish a secure and smooth air traffic within the airspace.     One airport control zone may include an airport, can also include 2 or more than 2 locations close to the airport. 57th airport control zone shall include all instrument departure route that is not within the area, and to consider the airport to run different performance requirements of all types of aircraft. 　　Designated airport control zone shall not affect not within the airport area near airport flight activity.     Airport control zone is usually round or oval; but if there is only one runway or significant landmarks in order to facilitate Visual dead reckoning to describe the airport control zone, or a polygon. Article 58th for airport control zones, usually you should select the airport reference point as a reference point of the control zone.     Navigation facilities the airport reference point is less than 1-kilometer, or to the location of the navigation equipment as datum points in the control area. 59th article airport control zone of level border usually according to following approach determine: (a) for can for d class and d class above aircraft using of airport, if for single runway airport, is airport control zone for to runway ends entrance for Center 13-kilometer for RADIUS of arc and and two article arc phase cut of runway of parallel surrounding into of regional; if for more runway airport, is airport control zone for to all runway of ends entrance for Center 13-kilometer for RADIUS of arc and the adjacent arc Zhijian of tangent surrounding into of regional. The area should contain the airport's control zone datum point for the Center, circle of RADIUS 13-kilometer. 　　If the runway is the radius of the arc of the circle is greater than 13-kilometer, then you should be the smallest integer values up to 0.5 km. (B) for class c and class c only the following aircraft using the airport, determine its level of airport control zone boundary approaches and this paragraph (a) of the same. 　　But with entrances at both ends of the runway as the Center and the radius of the arc and airport control zone should contain a datum point for the center of the radius of the circle should be 10-kilometer. 　　(C) for class b and class b only aircraft using the airport, its level of airport control zone boundary for the airport control zone datum point for the Center to 10-kilometer as the radius of the circle.     (D) for airport special approach need to be established to run the program, the airport control zone of horizontal borders can be relaxing as you want. 60th floor of the airport control zone should be on the ground or water, usually capped at Terminal (near) lower limit of the control zone or area control.     If the airport controlled area needs above the ceiling of the Terminal (close) control zone or zone lower limit of the zone, is located in the terminal or airport control zone (near) control area or regional level of the area is outside the scope of airport control zone should take a flight level of the ceiling of its value.     61st airport control zone air space that provides air traffic control services should be set to class d airspace. 62nd airport control zone usually name airport names should be used by the airport CONTROL ZONE.     The airport control zone name, scope, types of airspace, as well as other required information shall be published in accordance with aeronautical information publication.     63rd to protect the safety of air traffic in the vicinity of the airport, outside the obstacle clearance protection zone at the airport to airport control zone within the boundaries cast unmanned free balloon, balloon units or individuals should ask the airport air traffic control unit of the permission. 64th established control tower of the airport tower control area shall be established off airport. Aerodrome tower control area shall include the airport control zone, if the airport terminal (close) control zone level within aerodrome tower control area is usually consistent with the scope of airport control zones.     Aerodrome tower control area of inconsistent with the scope of airport control zones shall be clear of the airport control zone air space type. 65th Aerodrome tower control area should normally use names with the control tower at the airport control zone named.     Name, scope and responsibilities of the aerodrome tower control area units, frequency, type of airspace, as well as other required information shall be published in accordance with aeronautical information publication.     66th seventh section of route and route route and route of construction, should fully take into account the area's terrain and meteorological characteristics, as well as airport and airspace nearby, making full use of ground navigational facilities, convenient flight and air traffic services. 　　67th article route and route of construction and using, should conducive to improve route and route network of overall run efficiency, and should meet following basic guidelines: (a) route or route should according to run of main aircraft of best navigation performance designated set; (ii) in the high-density of route or route should designated set shunt route, or established support Terminal or into near control district air traffic shunt need of into away from field route; (three) route or route should and waiting for route regional side to points left;     (Four) up can allows two article air traffic density high of route or route brings together Yu is, but its cross track shall not is greater than 90 degrees; (five) up can allows three article air traffic density lower of route or route brings together Yu one points; (six) route or route of cross points should keep at least, and avoid in air traffic density larger of regional appeared multiple cross points; cross points inevitable of, should through flight height layer configuration reduced cross flight conflict.     68th air route traffic control 20-kilometer width, the center line on each side 10-kilometer; a period limited by the conditions of the route, you can reduce the width, but shall not be less than 8-kilometer.     69th shipping lanes and routes are the height of the lower limit should not be less than the minimum flight level, its upper limit and the maximum flight level. 70th route and route the minimum flight altitude, should routes and routes on each side of the centre line within 25-kilometer of the highest elevations of obstructions, coupled with lowest barrier more than measure up in metres rounded.     In the Highlands and mountains, minimum Super impaired redundancy is 600 metres, in other areas, minimum Super impaired redundancy is 400 meters.     71st according to aircraft performance limitations in a section of route or routes run on the need, you can evaluate the minimum flight altitude of the route or routes, and based on the assessment results to determine its minimum flight altitudes. 72nd assess routes and route the minimum flight altitude, 95% probability of containment should be determined by the tolerance area of navigation, and navigation facilities over the ambiguity poured taper tolerance is connected to the regional formation of areas identified as route or routes of the main area.     Routes and route navigation facilities of accuracy than the standard signal or radar monitoring, Airways, the main section of the line may be appropriately reduced. 　　73rd assess routes and route the minimum flight altitude, 99.7% probability of containment should be determined by the area identified as route or route the barrier zone, including the main section in the middle and on both sides of the sub-region.     If you have relevant practical operating experience information and periodic calibration of navigation facilities to ensure navigation signal than the standard signal, or when there is a radar-guided, Airways and air routes under the width may be appropriately reduced. 　　74th assess routes and route the minimum flight altitude, Airways and air routes, within the sub-region's lowest super barrier redundant navigation should be in accordance with annex III to this approach tolerance and buffer set.     Routes and route the minimum flight altitude for ultra barrier obstacle elevations in the region combined with the location of the lowest super barrier after redundancy, take the maximum value, rounded up in meters.     75th in accordance with aircraft navigation equipment, ground navigation facilities as well as the range of provision of air traffic services, may, in accordance with the provisions established in the airspace Rnav.     76th to increase airspace capacity and increasing the flexibility of the air, can provide for the establishment of temporary routes clear limitations on use and coordinate the provision of interim routes. 77th to keep the approach or departure of aircraft safe to fly smoothly, should set up a standard approach and standard departure routes. Arrival and departure route setting should make aircraft closer to the best operational state.     How airport is nearby, the airport's arrival and departure routes should be as uniformly as possible.     78th shipping lanes and routes should be set according to the layout of the beacon point to assist accurate flight aircraft flying along the route or routes. 　　79th according to the route and route layout, air traffic services needed to control aircraft in flight progress, Airways and air routes should be set on important points, and use the code to be identified.     Important points of the set shall comply with annex v to this approach and recognition of the important settings and identify the provisions of the code. 80th air route and route navigation facilities shall, in accordance with the requirements of navigation performance.     In order to help route and aircraft on the routes within the limits prescribed by running, type and layout of navigation facilities shall comply with the relevant technical specifications.     81st route and natural obstacles that affect flight safety on the route shall be marked on aeronautical charts; artificial obstacles that affect flight safety on air route and routes objects, you should set up flight obstacle lights and marks, and keep them in normal condition. 　　82nd at a distance of route border areas within 30-kilometer ban on the construction of flight safety of the firing ranges and other facilities. Prescribed in the preceding paragraph the ground beyond the construction of a fixed or temporary range, shall be approved in accordance with the relevant provisions.     Shooting range firing or launching direction, direction of aircraft entering the target must not intersect with route. 83rd Airways and air routes, including arrival and departure routes, must be identified by its code. 　　Routes and route designation, leg distance, at both ends of the starting heading, flight minimum flight altitudes and other required information shall be published in accordance with aeronautical information publication.     Including arrival and departure routes, routes and route number in accordance with annex VI to the present measures of the route and the identification code assigned route number.     Eighth section of the airport protection instrument flight procedure article 84th airport control zone of the airport, airport control zone shall include the distance is limited the initial approach segment of barrier zone and standard instrument departure routes, in order to provide protection of class d airspace. 85th start near the leg area should normally be included in the Terminal and wait for routes (approaching) zone or zone within the area. 　　Starting near the ladder height control zones, starting near the height should be increased.     Starting approach route and wait for routes using less or not contained within a control zone, but they must start approaching to labels.     86th airport instrument approach or leave the establishment, amendment or cancellation of flight procedures, programming departments should timely coordination of airspace management departments, to revise the instrument approach procedures to protect the air space of the airport.     Nineth day holding pattern range 87th wait route is to resolve or alleviate aircraft in flight has or will occur in the process of conflict, in the zones near the route, route or airport for aircraft circling waiting areas or up, down.     88th regional zones determine if you need to wait for routes you should consider the following factors: (a) the layout of the nearby airspace and Airways and air routes; (b) the air traffic density, the degree of complexity and the need for air traffic control and (iii) need to wait for the aircraft's performance. 89th holding pattern designated area should usually be used effective omnidirectional beacon and distance measuring equipment for accurate positioning.     Holding pattern into the heading should be towards or away from the Omni-directional beacon to positioning and distance measuring equipment, to improve the accuracy of navigation of the aircraft in a holding pattern in the region.     90th line with the use of non-directional beacon designated holding pattern, waiting for the anchor point of the line should be set in a non-directional beacon in the sky.     91st holding pattern designated area shall wait for aircraft performance and flight procedures design, and with the surrounding airspace, route, routes and barriers to maintain security of the buffer zone. 92nd and designated using the holding pattern, it should be made clear to wait for air pressure height datum.     At the airport, waiting for a high transition altitude (inclusive), qnh pressure datum planes; waiting for the high degree of transition level at the Airport (or more), the air base-level standard atmospheric pressure should be; between transition altitude and transition level shall not be used in the air waiting for the flight. 93rd wait route regional calibration should be used to wait for route navigation facilities of the region name or code name.     Holding pattern name, range information, use restrictions and other requirements shall be published in accordance with aeronautical information publication. 　　Tenth 94th special zone is a special area of air fuel dumping areas, and testing areas, training area, prohibited areas, restricted areas, danger areas and temporary airspace. 　　Oil-air shall be according to the largest type of aircraft capable of taking off and landing at the airport needed to determine the scope of, and taking into account weather conditions and environmental protection requirements. 　　Test area should be according to the flight of aircraft performance and flight project requirements. 　　Training should be based on the training requirements of the aircraft's performance and discipline. 　　Prohibited areas, restricted areas and danger zones in accordance with relevant regulations of the State. According to airspace use requirements, in accordance with State regulations may be established temporary airspace.     Temporary airspace should be minimized to the other's airspace or flight restrictions after using revoked in a timely manner. 95th special area shall ensure that the surrounding airspace, Airways and air routes between the lateral and vertical buffers.     Lateral or vertical buffer cannot guarantee that requirements, approved to decrease, but must be guaranteed in terms of communication, navigation or surveillance. 96th prohibited areas, restricted areas and danger areas should use a code name recognition, and according to the aeronautical information publication published the following information: (a) the name or code of the region; 　　(B) the regional scope, including vertical and horizontal range, (iii) regional restrictions and (iv) nature of the regional activities, (v) other requests for content.     Prohibited areas, restricted areas and danger areas of the code in accordance with annex VII to the present measures the air restricted zones and the code for the identification of restricted areas and danger areas codes assigned.     The fifth chapter 97th spatial data spatial data should be standardized, guarantee its accuracy, integrity, and authenticity requirements of both the established quality system procedures.     98th spatial data accuracy should be determined according to the 95% probability of credibility and should be in accordance with the measurement, calculation and publication of three categories listed. 99th spatial integrity of the data should be in accordance with data error caused by the potential dangers and uses data to determine.                                        Spatial data according to the following full degree classification:-8 (a) key data refers to data integrity level as 1x10, when you use the key when a data error, resulting in aircraft flying very high probability of catastrophic risk.                                        -5 (ii) basic data refers to data integrity level as 1x10, when you use the basic data error, resulting in aircraft flying lower probability of catastrophic risk.     -3 (three) General data refers to data integrity level as a 1x10, when an error when using general information, resulting in aircraft flying very low probability of catastrophic risk. 100th in spatial data and electronic storage or transmission, you should use the cyclic redundancy check methods to monitor the level of data integrity.     For critical data, you should use the 32-bit redundancy check; for basic data, you should use a 24-bit redundancy check; for general data, you should use 16-bit redundancy check. 101th spatial data in accordance with the nature is divided into spatial data and spatial data.     Airspace structures including navigation data, air traffic services, regional data, airport control zones, and so on. 102th airspace management including acquisition, arrangement or compilation of data and applications. Spatial data storage format into text and database formats.     Two formats of data shall be consistent. 　　103th airspace data shall comply with the provisions of article quality and standard format requirements, and in accordance with the construction and use of the airspace procedures and relevant regulations, the use and preservation of State secrets.     Spatial data quality requirements in this way provided for in annex VIII of the navigation data quality requirements. 　　Sixth chapter program 104th CAAC air traffic management Bureau is responsible for the airspace for civil aviation activities on spatial construction and use, in accordance with the national regulations of construction and use of the airspace, supervise and inspect the use of airspace by civil aviation activities.     Civil aviation authority responsible for monitoring the use of airspace by civil aviation activities in the region and coordinate the daily operations of civil aviation activities in the airspace, proposed civil aviation activities on airspace improvement of observations and recommendations and report to the Civil Aviation Administration or consultation in accordance with the relevant provisions. 　　105th flight information region and upper control areas after construction and adjustments proposed by the Civil Aviation Administration, approval according to regulations. 　　In the control area and the border strip at low altitude near the aerodrome tower control area construction and adjustments determined by the civil aviation authorities. 　　Establishment and adjustment of the Terminal control area can be put forward by the Civil Aviation Administration, business units in accordance with regulations after approval. 　　Approach control and tower control zone of an international airport construction and adjustments made by the civil aviation authority and report to the Civil Aviation Administration for approval. 　　Route construction and the use proposed by the Civil Aviation Administration and approval in accordance with regulations. 　　International routes, crossing by the Civil Aviation Authority's scope or aviation equipment and construction of domestic routes and make use of flight control, put forward by the Civil Aviation Administration and approval in accordance with regulations. 　　In the scope of the jurisdiction of the civil aviation authority and not across Airlines flight routes of the area, its use by the civil aviation authority and local authorities determined after the Civil Aviation Administration records. 　　Disclosed or provided by spatial data, reported by the Civil Aviation Administration announced approval of relevant State departments. Open using the holding pattern and construction of oil-air, by the civil aviation authority after local authorities determine, CAAC air traffic management Bureau of audit, and pursuant to the provisions of CAAC air traffic management Bureau approval. 　　Holding pattern and is not open to the use of oil-air building, by the civil aviation authority of local related departments of CAAC air traffic management Bureau after the record.     Domestic aerodrome tower control area of construction and adjustment by the civil aviation authority after local authorities determine, CAAC air traffic management Bureau of the record. 　　106th air traffic management should be regularly informed about the situation and monitor the use of civil aviation activities in airspace, statistical operating data, make comments and suggestions for improvement.     Air traffic management should be to regulate the civil aviation activities using the spatial data management, replenish, revise and clean up and monitor airspace data release. 107th handling airspace matters shall comply with the following provisions: (a) requirements. Airspace users and operation managers can contribute to improving spatial setting of the air traffic management sector and construction. 　　Air traffic management sector the relevant suggestions and recommendations should be promptly analyzed, improvement program. (B) grasp the operation of airspace. 　　Air traffic management should be collected in civil aviation activities using spatial data and observations, and will run regular or irregular situation, needs and suggested solutions are reported to the relevant authorities. (C) establishing consulting systems. 　　Air traffic management should regularly or occasionally consulting to domestic and international airspace users, understand their views on airspace use and needs, and timely feedback the results of airspace users. (D) regulating the construction and use of air space. 　　The construction and use of the airspace should be standardized as much as possible consistent with the norms of the International Civil Aviation Organization, has established technical standards and norms should be strictly enforced. (E) clearly defined principles and objectives. 　　Air traffic management should develop principles and objectives for handling airspace matters, determine methods and procedures. (F) enhanced coordination. 　　Air traffic management in the specific airspace matters, with airspace air traffic services units and airspace users, full consultation and coordination. (G) preparation of the implementation programme. 　　The construction and use of the airspace should prepare a detailed implementation plan, the implementation of programmes should be scientific and reasonable, and has the maneuverability and controllability. (H) assessing the level of airspace security. 　　Major programme of construction and use of the airspace safety assessment should, meet acceptable safety levels, to implement the programme. (I) the training of personnel. 　　Before the implementation of space programmes, air traffic control and airspace users shall organize relevant personnel to carry out the necessary training in order to master programmes, ensure the smooth implementation of space programmes. (J) publish relevant information. 　　Airspace implementation plan should be provided for in the aeronautical information publication, we compile a compilation of flight information, airspace users and air traffic services to civil aviation publications. (11) time requirements.     Air traffic management when dealing with space matters should work under strict time throughout the process, and the rational distribution of elapsed time. 108th CAAC air traffic management Bureau is responsible for the preparation of civil aviation-space user manual. 　　Civil Aviation airspace user manual shall contain the following spatial information and regulations: a low altitude in the flight information regions, upper control areas, control areas, Terminal control, approach control, the airport tower control areas, control areas, control of the airport sector, route, airline, holding pattern, and special areas. 　　Civil Aviation airspace user manual should be distributed on a regular basis, clear and maintain fixed contact. 　　Civil Aviation airspace user manual should be amended in a timely manner to maintain its completeness and accuracy.     Civil Aviation manuals should be in accordance with the provisions on confidentiality in the airspace management and use.     109th article of the rules of the seventh chapter schedule as of June 26, 2004. 　　Annex I defines the meaning of terms used in this way in accordance with the following provisions: accuracy (ACCURACY): degree of estimated or measured value with the actual value. 　　Area navigation (RNAV:AREA NAVIGATION): based on ground station navigation facilities within the scope of, or own navigational equipment of the aircraft within range, or a combination of the two conditions, in any flight Path of aircraft flying on a navigation method. 　　Aircraft (AIRCRAFT): reaction from the air rather than the reaction on the ground from the air and gain traction on any machine in the atmosphere. 　　Airport (AERODROME): for aircraft taking off, landing, taxiing, parking, and delineation of the area used for other activities, including the subsidiary buildings, installations and facilities. 　　Airline (AIR ROUTE): the planned route of the aircraft flying through the air, along with the facilities necessary to ensure flight safety. 　　Route (AIRWAY): in the form of airspace established, with radio navigation facilities or aircraft flying along the waterway navigation requirements of control area or part of a control area. 　　Elevation (ELEVATION): from the average sea level rise to the Earth's surface or attached to the surface of the Earth to a point or a plane vertical distance measured. 　　Air traffic control service (ATC:AIR TRAFFIC CONTROL SERVICES): services provided for the following purposes: (a) the prevention of aircraft and collided in the maneuvering area between aircraft and obstructions; (b) accelerate and sustain orderly air traffic. Conversion point (CHANGE-OVER POINT): using Omni-directional beacon calibration of air traffic services on a leg of the route, from that point onwards, aircraft navigation by using the rear of the navigation facilities converted to use ahead of the next navigation navigation facilities. 　　Probability of containment (CONTAINMENT): provides protection of airspace along the route can accommodate the total flight time of flight (cumulative for all aircraft) percentage. 　　For example to allow 5% of the total flying time flying outside the protected airspace, but it is impossible for these flights may deviate from the protected airspace when quantifies the maximum distance, expressed as a probability of containment 95%. 　　Controlled airspace (CONTROLLED AIRSPACE): a set of airspace, according to type of airspace within this airspace, the instrument flight rules flights and aircraft visual flight rules flight to provide air traffic control services. CONTROL SECTOR (CONTROL SECTOR): regional or Terminal control area (close) control area is divided into two or more parts, each part is called a CONTROL SECTOR. 　　The purpose of which is to control distribution of the workload between two or more seats to control, reduce the workload of a single control seats or reduce air-ground communication frequency congestion. 　　Control area (CONTROL AREA): from a specified limit above the Earth's surface controlled airspace extending upwards. 　　Control Strip (CONTROL ZONE): extends from the Earth's surface up to a defined limit of controlled airspace. 　　Cyclic redundancy check (CRC:CYCLIC REDUNDANCY CHECK): the mathematical expression for data representation of a mathematical algorithm, this algorithm ensures that data loss or distortion. 　　Data quality (DATA QUALITY): degree of data provided by meeting the needs of data users, usually illustrated with precision, accuracy and completeness of the data. 　　Dead reckoning (DR:DEAD RECKONING NAVIGATION): direction, time and speed data from a known location before point backward projection or a method of determining location. 　　FIR (FLIGHT INFORMATION REGION): in order to provide the flight information service and alerting service and range of space. 　　Flight level (FL:FLIGHT LEVEL): with respect to a specific pressure Datum 1013.2hpa (hundred pascals) isobaric surface, these isobaric surfaces separated by a certain pressure intervals. 　　Heading (HEADING): referred to the longitudinal axis of the aircraft, usually North (true North, magnetic north and compass North and grid North) as the base, with "degrees". Waiting (HOLDING): aircraft while waiting for the air traffic control unit for further license or permit in designated airspace according to a certain procedure carried out by scheduled flight. 　　Can also be used for activities on the ground, the aircraft waiting for air traffic control to permit further, remain in designated areas or designated places. 　　Integrity (INTEGRITY): to ensure that spatial data has enacted or revised, the extent of loss and distortion does not occur. 　　Initial approach segment (INITIAL APPROACH SEGMENT): in instrument approach procedures, starting near the anchor and intermediate approach between the anchor point and position or final approach segment between the points. 　　Light aircraft (LIGHT AIRCRAFT): maximum permissible all-up weight is equal to or less than 7,000 kilograms of aircraft. 　　Maneuvering area (MANUEVORING AREA): airport for takeoff, landing and taxiing of aircraft use in parts of the region, not including the apron. 　　Complex procedures (MISSED APPROACH PROCEDURE): If you can't continue to approach flight procedures shall be followed when. 　　Main area (PRIMARY AREA): in the prescribed flight path as defined by the axis of region, lowest full ultra barrier in the region. Reporting (REPORTING POINT): aircraft position reports are based on the provisions of the geographical position. 　　Reporting point is divided into mandatory reporting points and requiring the reporting of two types. 　　RNAV (RNAV ROUTE): can be established using RNAV aircraft of air traffic services route. 　　Required navigation performance (RNP:RQUIRED NAVIGATION PERFOR MANCE): within a designated airspace required navigation performance description. 　　Runway (RUNWAY): defined by the land available to aircraft taking off and landing and a rectangular area. 　　Deputy District (SECONDARY AREA): located along the flight path under main section designated the area on both sides, providing in the region gradually reduced the minimum barrier more than measure. 　　Heavy elements (SIGNIFICANT POINT): used for calibration of air traffic service routes, routes and aircraft of the Path, as well as other air navigation and air traffic service provided for the purpose of the location. 　　Standard atmosphere (STANDARD ATMOSPHERE PRESSURE): air pressure at sea level under standard atmospheric conditions, its value is 101,320 kPa. 　　Standard instrument approach (STAR:STANDARD INSTRUMENT ARRIVAL): a standard in accordance with instrument flight rules designated entry route, route or a route to the end zone from anchor point or route flights offered between transitions. 　　Standard instrument departure (SID:STANDARD INSTRUMENT DEPARTURE): in accordance with instrument flight rules for a standard departure route, terminal area, route or route flights offered between transitions. 　　Terminal (approaching) zone (TERMINAL/APPROACH CONTROL AREA) located in one or several major air traffic services route junction near the airport control zone. 　　Entrance (THR:THRESHOLD): the starting point of that part of the runway for landing. 　　Transfer of control point (TRANSFER OF CONTROL POINT): set along the flight path of aircraft, at that point, the responsibility of providing air traffic control services to aircraft consists of a control unit or transferred to another control unit or control control seats seats. Transition heights (TRANSITION ALTITUDE): a specific revision of sea level pressure altitude.     This height or the height, the vertical position of an aircraft in accordance with qnh height said. Annex II: various types of airspace for air traffic services and flight requirements notes: 1.     　　IFR instrument flight rules of English abbreviations, initials of the VFR-visual flight rules, ATC is the abbreviation of air traffic control, AMSL height of the initials to mean sea level, IAS for the indicated airspeed of the initials.     2. when the transition altitude is lower than AMSL3000 meters, altitude 3000 m instead of AMSL3000 m should be used. Annex III: tolerance and buffer zones of navigation, cross anchor tolerance (a) cross location tolerance zone is determined by the location of the navigation facilities in the region consisting of tolerance. Cross location tolerance zone should use track-guided tolerance and tolerance data to determine the lateral positioning. Tolerance data for all kinds of navigational facilities 95% probability under containment conditions are determined. Among them, tolerance data for distance ranging, the tolerance data for other navigational facilities expansion angle.     Shown in table 1. 　　Table 1 navigation facilities of track guide capacity poor and side to positioning capacity poor data Note: table 1 in the, NDB for no direction letter standard Taiwan of English abbreviations; VOR for full to letter standard Taiwan of English abbreviations; ILS for instrument landing system of English abbreviations; DME for ranging Taiwan of English abbreviations; d for cross positioning points to DME antenna Zhijian of distance, units for km. 　　(B) under normal circumstances, cross-location can be used to provide track guidance VOR, NDB and DME to determine, can also be used in track-side side VOR radial lines, with a VOR or NDB boot tracks intersect to determine.     (C) provide track guidance VOR or NDB DME and provides positioning distance is not in the same location, the cross anchor lines to a VOR or NDB, and cross angle between the anchor points to DME connection must not be greater than 23 degrees. Second, the navigation facility and over the tolerance (a) navigation facility and over the tolerance zone, should be determined through ambiguity cone effect. 　　Ambiguity of the VOR station cone effect is through VOR vertical line and form an angle of 50 ° and vertical line upward diagonal formation of rotating cone; NDB zone is based on the ambiguity of tapered effect by NDB vertical line and vertical line form an angle of 40 ° upward diagonal formation of rotating cone. (Ii) assumes that VOR of more value sex cone effect district of into precision for ± 5 °; flew over the VOR Taiwan of had Taiwan indicates in more value sex cone effect district of limit within; from into points to through VOR more value sex cone effect district Shi, its precision can keep ± 5 °, is cut VOR Taiwan Shi of horizontal deviation d=0.2H (h for distance navigation facilities antenna of vertical distance, d and h of units are for km); VOR Taiwan over of capacity poor regional should for since into points began of nominal track parallel to outside 5 ° Expansion angle of the edge lines and tapered effect of value contained in the intersection area. 　　See in particular the shaded area in Figure 1. (Three) assumes that NDB more value sex cone effect district of into track of precision for ± 15 °, and from into points through more value sex cone effect district Shi can keep ± 5 ° of precision, is NDB Taiwan over of capacity poor regional should for since into points began of nominal track parallel to outside 5 ° expansion angle of outside edge line and more value sex cone effect district intersect by contains of regional.     See in particular the shaded area in Figure 2. Figure 1. flew over the VOR Taiwan over of positioning capacity poor district for figure in the shadow part (Editor Note: here figure see original draft) Figure 2. flew over the NDB Taiwan over of positioning capacity poor district for figure in the shadow part (Editor Note: here figure see original draft) three, and super barrier district (a) super barrier Division set of main purpose is assessment instrument flight route or route Shi determine its minimum flight height. 　　Super barrier area can be divided into, in the middle of a main area and on either side of the sub-region, the main area is equivalent to the width of 95% probability of containment, regional a total width of 99.7% probability of containment plus an additional angle tolerance and is attached to the fixed width. 　　(Ii) if the relevant information with experience in flight operations, as well as periodic flight inspection of navigation facilities to ensure navigation signal than the standard signal or radar monitor, can reduce the route or routes of sub-region. (C) if there is no route guidance, then boot from the track after the last main area of width expanded outward angle of 15 °, Deputy from that point the width decreases to zero. 　　Track lead-free zone by using the full minimum barrier more than measure. (D) on the route or routes within range of navigational facilities, route or routes have no maximum ultra barrier width restrictions. Outside the navigation routes or route coverage, Super impaired area began to expand outside 15 ° angle and ultra barrier guidelines next navigation facilities should be used. Dead reckoning the largest ultra barrier width nominal track on both sides of the 93-kilometer. 　　(E) the main areas in 95% expansion and navigation facilities as a starting point the angle alpha tolerance before the line is a fixed width, a. Deputy from the area outside the boundary, Deputy border outside the area away from the center line of route and navigation facilities as a starting point 99.7% point expansion before beta tolerance lines intersect in a fixed width b, then this fixed-width sides increase the width margins of fixed c, the super barrier to form the total width of the area. Which point of view can be expressed as expansion rate.     VOR and NDB navigation facilities of angles, expansion rate and the fixed width, width, margins, and other values are shown in table 2. In table 2 are used to determine routes and values required to route the barrier zone, turning four protected areas (a) turns are designated protected areas primarily to assess the route or routes to a minimum flight altitudes determined when turning the super barrier area. Can turn on the radio or over an anchor point. Turn protection zoning is set when using the following parameters: 1. height: design area of a specified height h above; 2. temperature: ISA provides height plus 15 ° 3. indicating air speed: 585-kilometer km/h; 4. wind: Omni-directional W= wind speed in the specified height (12H+87) km/h, where h is the kilometer. 　　If there is a proper wind statistics, you should use the maximum probability of wind 95% wind speed of 5. turn average gradient: 15 ° 6. maximum driver's response time: 10 sec; 7. roll in time: 5 seconds. (B) turning reserves shall be determined as follows: 1. the nominal turning point equivalent of positioning tolerances coupled with 15 seconds of flight distance (using standard indicates that the airspeed and wind speed to determine), and in accordance with (a) parameters in wind spirals of the external borders, expansion of the corner angle is 30 °. In turn in the sub-region as a whole is fixed width. 　　Wind spirals of specific paintings, according to the flight standards. 2. within the boundaries of the turn, and free tolerance nominal turning-point location equal to the radius r times before Tan (α/2) distance on the main border point outward turning angle of 1/2, draw turn within the boundaries. Where angle α is the turning point for a route or routes. In the sub-region in the process of turning to a fixed width. 　　If turning due to the navigation section on the border area was too wide, not outward turning angle of 1/2, use the nominal expansion of track into a 15 ° angle instead.     3. If the segment for two-way flights, you must draw two flight turning in the direction of the district to the contrary, turning two turning areas combine to form hyper-challenged areas. Five, route and route barrier zone should be provided in full within the main area of lowest barrier more than measure, under minimum Super impaired redundancy is in the area from the inner boundary full lowest super barrier to lateral to the external borders uniform decrements to zero.     Routes and routes are minimum super barrier full redundancy in mountain or plateau 600 metres, 400 meters in other areas. Six, according to the VOR or NDB navigation to determine the barrier zone, to determine the minimum flight altitude of the route or routes, should be able to receive signals about the navigation facilities.     At the planning stage can be determined using the following formula: D=4.13 (Editor's Note: here under h, see the original version), d is the distance left navigation facilities, expressed in km, h is the height in units of meters. 　　Seven, standard instrument approach and departure routes and lateral buffer holding pattern is generally 2-kilometer, exceptional circumstances in accordance with flight program requirements and performance of different types of aircraft.     Special areas, such as prohibited areas, restricted areas and danger areas of the buffer zone, in accordance with the relevant provisions of the State. Eight, the Rnav (a) RNAV procedures developed in accordance with the following criteria: 1. the waypoint route RNP positioning tolerance is a RADIUS equal to the value of the round. 　　RNP is abbreviation for required navigation performance, 2. provide driver information for monitoring and for interfering with the system, and therefore limited flight operations offset values of tolerance within the scope of certification of the system; 3. enroute procedures usually RNP4 or higher, required and where appropriate may be based on the RNP1. (B) RNAV has the following two kinds of change: 1. cut the route turns 2. controlled turning.     Based on the RNP1 control when turning on the air route, below 5700 meters in height and the turning radius is 28-kilometer, more than 6000 metres in height and with a turning radius of 41.7 km.     Annex IV: control fan guidance material section Division of General provisions, control sectors are designated for the purpose is full use of space resources, effectively reduce the workload of controllers, reducing the density of ground-air radios to improve air traffic services. II, and control fan district of designated set should consider following factors: this area of airspace structure; air traffic service airlines network, including route and route number, and cross points number and the location, and aircraft flight State of distribution situation (as flat fly, and rose, and declined of percentage); air traffic flow of distribution situation; control member work capacity; air traffic control equipment of guarantees capacity; airport and the runway situation; flight profile; airspace needs; air traffic service way; and related units Zhijian of coordination     Control of terms of surrender between the sectors; conversion sectors of aircraft flight path and altitude. Principle of control sectors are designated in section II a, providing radar CONTROL SECTOR should be that the control sector boundaries within radar coverage and CONTROL SECTOR according to the radar signal coverage the minimum radar vectoring altitude. 　　One-way route, routes or route, routes of more cross case, appropriately expand the scope of control sectors.     Designated set radar control fan district Shi, control fan district Zhijian of control transfer lots should in radar signal cover range within, to control member monitored other about control fan district of activities, especially multiple control fan district of aircraft into with a control fan district Shi, received aircraft of control fan district of control member can according to this control fan district of situation, and master of other control fan district of situation, on other control fan district of activities proposed limit. 　　The second, designated control within the sector should be that the control sector reached ground-air communication signal coverage and communication signal path communication coverage cover fixing the minimum height.     CONTROL SECTOR should take into account the communication channels are designated for the crowding, appropriate balance CONTROL SECTOR call volume per unit of time. Three control zones, and the sector should be taken into account in the sector of control layout of navigation facilities.     Navigation facilities, then routes cross, conflict, and required fewer radar, can follow the navigation facilities to determine the precise location of aircraft, reduce the workload of controllers. Four, the designated control sectors should be taken into account in the sector of control of aircraft flight performance and operation type. 　　Applicable to high speed aircraft activity sector, its scope should be properly expanded, large turning radius suitable for slow aircraft movement CONTROL SECTOR should be as in the CONTROL SECTOR in resolving all cross-conflict.     Special airspace within the controlled sector, such as oil, training airspace, special run of restricted airspace, even if only occasionally, the air traffic services activities should also be listed as the workload of the sector, preferably in a special operation occurs, appropriate workload of the sector can be transferred to other sectors. 　　Five designated CONTROL SECTOR should take into account the controllers ' attention allocation and workload. 　　(A) CONTROL SECTOR should help control focus control zones of all flight activities in a particular area, and controllers should not be more interference. 　　(B) the designation shall be conducive to the control of the radar CONTROL SECTOR will focus on the radar screen, reducing interference of video images on the radar screen for controllers, reducing the workload of coordinating the transfer. 　　(C) under the control of fan-run type of aircraft in the region, should be qualified controllers can be up at the same time the aircraft out of control.     (D) the radar control sectors should be given radar vectors, sorting, and other factors, for controllers to provide adequate provisioning space. Six, designated CONTROL SECTOR should take into account the needs of air traffic control, control communication and coordination to avoid unnecessary. Designated CONTROL SECTOR should be logical, easy to control master. 　　CONTROL SECTOR boundaries overlap should be avoided. 　　Adjacent areas, Terminal (near) between area control or aerodrome tower control area control coordination and transfer involves more than one CONTROL SECTOR should be avoided.     If two or more adjacent Terminal (close) control areas achieved full radar coverage and control procedures more closely, the Terminal (close) control area airspace can be commissioned between the airport control tower to provide air traffic control services. Seven, controlling the minimum sector altitudes and minimum radar vectoring altitude (a) CONTROL SECTOR minimum flight altitude, in the control of sector and control beyond the boundaries of a slice 9-kilometer the highest obstacle within the lowest elevation with at least 400 m Super impaired redundancy, then rounded up 50 metres. 　　If in the Highlands and mountains, plus 600 m above the elevation at the highest obstacle of minimum disability more than measure and rounded up 50 metres. 　　(B) the minimum radar vectoring altitude to radar control sector refers to radar control within the sector, determined according to the topography, communications and radar coverage, meet the minimum flight altitudes and the controllers required to implement radar vectoring altitude, this value should be rounded up 50 metres.     (C) CONTROL SECTOR shall indicate the minimum flight altitude, radar control sectors should also be minimum radar vectoring altitude, to aircraft pilots and controllers are complied with. Section III CONTROL SECTOR designation and method of use, control sectors established in the following ways: (a) the Division of quadrants in plane geometry. 　　With major airports or main navigation facilities (such as VOR/DME) as the Center, according to the air traffic distribution, throughout the region, with the means for control sector, reasonable distribution of the workload. (B) in accordance with highly divided control sectors. According to the up, down and over the heights, highly defined value in a selected area, in the vicinity of the value determined the height of the CONTROL SECTOR range. 　　(C) according to the route, route how busy, use nature and flight characteristics to divide control sectors.     According to the arrival and departure routes, one-way access features and flight cross distribution of conflict points, select the busier routes, route, the route, the route allocation to the appropriate control sector, makes the controller's attention to focus on the main routes, and routes, work load average. Second, such sectors should normally clear open time.     All regions should be based on characteristics of the air traffic in the region over time to determine controls the starting and ending times of the open use of sectors, do control the sector's flexible use.     Fourth section, the name and code of the CONTROL SECTOR assigned a name using the control unit, control sectors controlled sector approach to the last two digits the code assigned, such as Shanghai, No. 02-sector. Second, controls eight-digit sector code numbers or letters, the first six letters and two numbers. Among them, four four-character code, where the letters were used as control units, such as Shanghai ZSSS fifth to sixth, two letters indicating the nature of the CONTROL SECTOR, namely, TM-Terminal control sectors, sector AP-approach control, AR-area control sector; the last two digits indicate the serial number of the sector in the region.     Shanghai area CONTROL SECTOR, No. 03, ZSSSAR03 said.     Annex v, point set and the identify specification section I General provisions, sets an important point for the purpose of delimitation of air traffic service routes, route, and air traffic services units run progress needs to understand and master the aircraft the air. Two, important point of ground radio navigation facilities for setting should be as light as possible, it is best to VHF radio navigation facilities.     If there is no ground radio navigation facilities, important points shall be established within the use of self-contained navigation equipment to be determined or located in VFR flights can rely on Visual observation to determine location.     Third, after the adjacent air traffic control units or seats of control agreements, specific locations can be defined as "the transfer of control point".     Four important points must be identified with a code number. 　　Section II point classification based on aircraft air and air traffic services, important points can be divided into four categories: 1. for aircraft in the air during the running routes, route changes and navigational facilities of the conversion. 　　2. the air operations and air traffic services for aircraft. 　　3. within the limits of time and special segments, air operations and air traffic services for aircraft.     4. for air traffic services with adjacent control intervals only. 　　Name and code number of the important points in section III, marked with navigational facilities of the important names and coding (a) name of the important point should be easily identifiable, preferably using name related location name. (B) when determining the names of important points, should take into account the following factors: 1. the name should not cause the aircraft pilot voice communications and air traffic services personnel, creating difficulties in pronunciation. 　　Location name to name the important points should be as far as possible using the name Jane language or brevity code. 　　2. the name should be on the phone is easy to identify, and with the same name is not confused with other important points within the region. 　　3. best by three Chinese characters of the name, or at least six letters, consists of letters when two syllables, no more than three syllables. 　　4. important points and mark important points of navigation facilities should use the same name. (C) the code number of the important points should be the same as identification signals of radio navigation facilities. 　　The radio navigation facilities location 1100-kilometer range, code number may not be repeated.     (D) the code number of the demand by the CAAC air traffic management Bureau notices the ICAO regional offices coordinate to determine. II, and to non-navigation facilities location marked of important points of name and coding code (a) in not using radio navigation facilities location marked of locations set important points Shi, opening airlines paragraph Shang of important points should using five a English letters composition of name code (referred to five Word code); domestic airlines paragraph Shang of important points should using English letters p Hou Entourage 1 to 999 Zhijian of a digital composition of name code (referred to p Word code). 　　This code is the important point of the name and code number. 　　(B) the name-code should be avoided for the determination of the aircraft pilots and air traffic services personnel pronunciation difficulties caused by radio. 　　(C) the name should be on the phone is easy to identify, not should be confused with the names of other important points within the same regional. (D) has been assigned to a name that is an important point codes may not be assigned to any other point. 　　If you cannot comply with this requirement, should be the first to use this name important location, 1100-kilometer is no longer within the scope of the code reuse. (E) the demand for five-letter code by the CAAC air traffic management Bureau notices the ICAO regional offices coordinate to determine. 　　P-code identified by the CAAC air traffic management Bureau. 　　(Vi) has cancelled use five-letter code or p-code, shall not be assigned to other important points within two years; two years later when it is again, should not normally be used in the original area.     (G) in the absence of routing, fixed-route regional, or on the run route, routes on the needs of ever-changing region, an important point should be based on Geodetic coordinate system -1984 (WGS-84) to determine, by way of one of the region's imports and exports except for important points.     Set of the fourth section of the report, setting report points in order to enable air traffic services to understand and master the aircraft air progress. II, and set report points should consider following factors: (a) by provides air traffic service of type; (ii) general situation Xia of air traffic flow; (three) aircraft implementation existing flight plans of accuracy; (four) aircraft of speed; (five) application of minimum interval standard; (six) airspace structure of complex degree; (seven) by used of air traffic control method; (eight) flight important Airlines paragraph of starting points; (nine) control transfer program; (10) security and search rescue of requirements; (11) cockpit and     Ground-air communication work load (12) other relevant factors. 　　Three, and set report points should followed following principles: (a) set forced report points Shi, should followed of principles for: 1. forced report points must limit for to air traffic service units routine provides aircraft flight progress situation by must of at least number; 2. equipment radio navigation facilities of locations, does not necessarily to specified for forced report points; 3. does not necessarily to in flight intelligence district or control district border Shang set forced report points. 　　(B) set the required reporting point should be based on the attached report of the position of air traffic service requirements. 　　(C) in certain specific areas, you can set the reporting system reports the geographic latitude and longitude degrees as an integer.     (D) requirements for mandatory reporting points and reporting points should carry out regular inspections to ensure the needs of air traffic services, reduce the workload of pilots. Fifth section into away from field route important points of set a, and standard instrument into away from field route important points of set (a) standard instrument into away from field route important points should set in following location: 1. standard instrument away from field route of end or standard instrument entry route of starting points; 2. specified airlines diameter of change points; 3. applies or not applies of flight height layer or flight speed of limit points; 4. consider to took off stage aircraft driver high load work, 　　Requirements refer to radio navigation facilities of standard instrument departure starting point should be located at a distance of more than 3.7 km at the end of the runway. (B) standard instrument departure routes important point should be the reference ground radio navigation facilities, in particular specified Path points of change, it is best to use VHF radio navigation facilities marked. 　　If you do not comply with this requirement, it shall be in the following way: 1.VOR/DME; 2.VOR/DME and VOR radial line; 3.VOR radial line location.     Should be minimized using NDB azimuth positioning, and not using a fan marker; using VOR/DME location to be used and determine the next VOR/DME Path-related facilities.     Second, Visual departure route important visual reference points should be set depending on the relevant landmarks readily identifiable location, radionavigation facilities can also be used. Sixth point sets, Omni-directional beacon calibration of air traffic service routes, routes should set the conversion points to help aircraft run along the leg.     Typically, distances of more than 200-kilometer and legs should be set the conversion points, but due to the complexity of the route, navigational facilities of the density or other technical or operational reasons, there is reason to set the conversion points on the shorter leg except. Second, set the conversion points based on Omni-directional beacons should be performance, including the assessment of interference prevention guidelines, can also be verified by flight inspection.     Communication frequencies to protect key areas, should be protected in the facility's highest altitude flight inspection.     Third, unless otherwise provided by navigation or communications frequency protection, conversion points on straight line segments should be located in the midpoint between the navigation facilities and navigational facilities between the leg when changing direction, conversion points should be set to the intersection of the radial line of navigation facilities.     Annex VI: routes and routes the identify specification section I General provisions of the code, Airways and air routes must be assigned codes that can be uniquely identified. 　　Route and airline second, the code number assigned to: (a) without the help of ground coordinates or other means to clearly identify any air traffic services routes or routes. 　　(Ii) codes assigned to clear the nature and type of the route or routes. 　　(C) when the air traffic services routes or routes or within a given area runs, indicates the degree of required navigation performance accuracy.     (D) indicate a major route running or specifically for a certain type of aircraft and routes.    Third, the route and the assigned route number should be in a certain range according to the specified institutions or departments to coordinate, so as to avoid duplication. Four, the assigned route and route number should be guided by the following principles: (a) simple and unique identification of any route and route air traffic services. 　　(B) avoid duplication of routes or route number. 　　(C) the applications and automation systems on the ground, meet the needs of air traffic services and aircraft data processing and display. 　　(D) use most short run. 　　(E) the possibilities of full development, without fundamental changes for future needs. 　　(Vi) code assigned to arrival and departure routes should be clearly differentiated: outbound route and approach routes; arrival and departure routes and other air traffic service routes and routes require using ground radio navigation equipment or on-board navigation equipment for navigation routes or routes with the route or routes to use Visual cues to the pilot. (VII) arrival and departure routes should use a plain language code code number or a relative can be identified.     Plain language code should be easy to identify the code is the standard approach or departure on the route, and should not lead to aircraft pilots and air traffic services personnel creating difficulties in pronunciation. 　　Section II code composition, apart from the arrival and departure routes, route and route designation in accordance with the following approaches: (a) code should contain basic code, if necessary supplemented by a front-mounted letter or post letters. 　　(B) the code number of characters usually not more than five, and in any case not more than six. 　　(C) Basic code should include a letter, subsequently with a number from 1 to 999. 　　(D) from the letters used in the Basic code of the following: 1.A, b, g, r,: used in the region's air traffic services route network of Airways and air routes, except for the Rnav. 　　2.L, m, n, p: for regional route network in the Rnav. 　　3.H, j, v, w: for non-regional route network of air traffic service routes and routes, except for the Rnav. 　　4.Q, t, y, z: for non-RNAV route network composition. 　　If you need to, you can code it with a front-mounted letter: 1.K: primarily for helicopters for low-altitude route or routes; 2.U: express routes or routes or some of these segments in high altitude airspace designated 3.S: specifically designed for supersonic aircraft acceleration, deceleration, and supersonic flight designated route or routes. 　　(E) Basic code can be combined with a rear-mounted after the letter, indicate a path or route type or the steering performance of services provided. 　　1.Y: flight level 6000 m (or more) required navigation performance type 1 (RNP1) route, the letter y represents all turn air route between 30-90 and must be in a straight line segment tangent arcs within the allowed tolerances required navigation performance accuracy and limit your turning radius of 42 km. 　　2.Z: flight level 5700 meters (inclusive) following the required navigation performance type 1 (RNP1) routes, letter z 30-90 on the air route between all turns must be line segments tangent arc within the allowed tolerances required navigation performance accuracy and limited turn RADIUS is 28 km. 　　3.D: express routes, routes or part of the leg, provide advisory services.     4.F: express routes, routes or part of leg only flight information service. 　　Er, arrival and departure route code replicas of language code and code number composition. (A) plain language plain language code of code standards into outbound route should include: 1. the basic indicator; followed 2. route indicator; followed by 3. " 　　Approach (approach) "or" departure (departure) "; followed by 4. If the arrival and departure routes for aircraft are designated in accordance with visual flight rules flight, increasing the" Visual (Visual) ". 　　(1) basic indicator should be a standard departure route destination or starting point for a standard arrival route's name or code. 　　(2) route indicator is a number from 01 to 09. 　　(B) the code number meters or Visual standards into outbound route code number shall consist of: 1. the standard departure route terminal or standard arrival route code number or name for the beginning of the code followed by 2. plain language routing instructions code codes; followed 3. letter a indicates the approach path, the letter d represents departure route.     If the basic instruction code is a five character code, due to aircraft display limitations may require shortening the basic indicator, shortening the indicator method is called by the aircraft owner or operator concerned. 　　Three, RNAV approach procedure code include plain language code and code number. 　　(A) plain language code 1. plain language code of the Rnav approach procedure should include: (1) "RNAV"; followed by (2) a basic indicator; followed by (3) a route indicator; after the (4) "approach (approach)"; followed by (5) approach procedure for runway design code. 　　2. the basic indicator approach procedure should be important starting point name or title code. 　　3. route indicator is a number from 01 to 09.     (B) the code number 1. code number of the Rnav approach procedure should include: (1) "RNAV"; followed by (2) the basic indicator; followed by (3) route indicator; followed by (4) letter a indicates the approach path, the letter d represents departure route; followed by (5) approach procedure for runway design code. 　　The assigned section number one, apart from the arrival and departure routes, routes and routes are assigned the Basic code in accordance with the following principles: (a) the major trunk route and route, regardless of on which flight information zone or surveillance zone, its length should be specified only a basic code. Where two or more lines the route or routes have a common segment with the common segment should be assigned various segments of code, respectively. 　　Create difficulties if this paired to provide air traffic services shall be determined by agreement specifies only a code name. 　　(B) assigned to a route or routes the Basic code number shall not be assigned to any other route or routes.     (C) the demand on international routes or route number, by the CAAC air traffic management Bureau circular Asia-Pacific Office of the International Civil Aviation Organization to determine. 　　Er, arrival and departure route code specified in accordance with the following principles: (a) every arrival and departure routes should be assigned a separate code.     (B) in order to distinguish it from the same point, and even used the same basic indicator for two or more arrival and departure routes, each route specifies a separate route indicator. 　　Third, the Rnav approach procedure codes in accordance with the following designations: (a) code of RNAV approach procedure must have the same tracks but different flight profiles specify a single number.     (B) route indicator letter of RNAV approach procedure, an airport must be all nearly uniform distribution, it should be unique. 　　Fourth section codes used, apart from the arrival and departure routes, routes or route code in communications in accordance with the following principles: (a) in printed communications, code at any time shall be not less than two and not more than six characters. 　　(B) when the voice communication, code letters should be pronounced in accordance with International Civil Aviation Organization.     (C) if the number contains the preceding character, pronounced in voice communication should be in accordance with the following: K-KOPTER U-UPPER S-SUPERSONIC (d) because of the display limitations of devices on the aircraft, codenamed post characters may not be displayed, at this point, the aircraft pilots in the post character call without a number. 　　Er, arrival and departure route code in communications in accordance with the following principles: (a) in voice communication, plain language code should only use routes and in plain language code "departure (departure)", "Sheba (arrival)", "Visual (Visual)" shall be construed as an integral part of plain language code.     (B) in print or in coded communications should only use code number.     Third, the route of each current or detailed description of the route, including its code should be assigned to the aircraft route or routes, that publish related work of the ATC clearance to the aircraft seat or seats to provide air traffic control services and related work to be displayed on such conditions, should also show a route or routes. 　　Annex VII: identification of prohibited, restricted and danger areas code specification, and prohibited areas, restricted areas and danger areas of the code consists of the flight information region code, area code and a three-digit code from 001 to 999, and regional codes should be bracketed.     Flight information regions referred to in the preceding paragraph include flight information regions and flight areas of responsibility.     Second, flight information region code for the flight information region in the four-character code of the first two letters.     Third, the regional nature of the prohibited code p, restricted areas or regional nature of code r, the regional nature of the danger code d.     Four, each of the flight information region of the prohibited areas, restricted areas and danger areas code in the digital encoding of the range should be allocated and must not overlap.     Five, each of the flight information region in prohibited areas, restricted areas and danger areas code digital coding should be in numerical order number, rather than in accordance with the separate numbers.     Six, prohibited, restricted or danger area at time in the air, code in the region in less than two years must not be reused.     Seven, air box, air restricted or danger area locations across the flight information region when its code according to the responsible units in the region numbered in the order of the flight information region where.     Eight, prohibited areas, restricted areas and danger areas of code and should be military identification number establishment of correspondence tables between, and to provide units.     Annex VIII: data quality requirements for table 1: latitude and longitude table 2: elevation, altitude, and high note: the file DOC8168 is the International Civil Aviation Organization of the running procedures for air navigation services-aircraft for short.  Table 3: declination and magnetic variation table 4: orientation table 5: length, distance and size