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TRANSPORT DEPARTMENT
Number: 51 /2012/TT-BGTVT
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THE SOCIALIST REPUBLIC OF VIETNAM.
Independence-Freedom-Happiness
Hanoi, December 20, 2012
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IT ' S SMART
The map, the map, the air map.
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Vietnam Civil Aviation Law School on June 29, 2006;
Base of Protocol 51 /2008/NĐ-CP April 28, 2008 by the Government Regulation, the mandate, the powers and the organizational structure of the Ministry of Transport;
Base of Protocol 12 /2002/NĐ-CP January 22, 2002 of the Government of the Measurement and Map Activity;
Base of Protocol 134 /2007/NĐ-CP August 15, 2007 of the Government Regulation on the official measurement unit;
Base of Protocol 94 /2007/NĐ-CP June 4, 2007 of the Government on Operations Management;
At the suggestion of the Director of the Vietnam Aviation Administration and the Secretary of Transportation;
The Minister of Transportation issued a statement on the map, the air map,
Chapter 1
GENERAL REGULATION
What? 1. The tuning range and subject apply
1. This information regulates the map, the aviation scheme and the management, the use of the map, the aviation scheme that is not related to the safety assurance of flight operations.
2. This information applies to the organization, the Vietnamese personally and the organization, the foreign individual involved in the use of the map, the aviation scheme of Vietnam.
What? 2. Definition, terminology, abbreviation
In this Information, the words below are understood as follows:
1. AIM (Aeronautical Information Management): air news management.
2. ATM (Air Traffic Management): air traffic management.
3. DME (Distance measuring equipment): the device measured by radio.
4. eTOD (Electronic Terrain and Obstacle Data): the database of terrain and electronic obstacles.
5. ICAO (International Civil Aviation Organization): International Civil Aviation Organization.
6. ILS (Instrument Landing System): Equipment landing system.
7. MLS (Microwave Landing System): microwave landing system.
8. NOTAM (Notice To Airmen): the radio news message.
9. VOR (Very high quality omnidirectional radio range): ultra-short waveguide radio station.
10. SWIM (System Wide Information Management) Global News Management System.
11. Global geodetic system (WGS-84-World Geodetic System): is the standard applicable to air-based aviation and mean sea level (MSL) in vertical reference frame.
12. Lambert ' s projection is a corner cap projection.
13. Map, aviation maps (Aeronautical maps and charts) maps, maps containing the necessary news to the driver, organizations and individuals involved in flight operations. In the map there is a partial expression of the Earth, the terrain, and the name explicitly, in accordance with the requirements of air navigation.
14. Feet (ft) is a unit-unit measuring 0.3048 meters in length.
15. The Geoid (Geoid) surface is the gravitational isosurface of the Earth with a hypothesis that coincids with the calm (MSL) sea level extending continuously through the continents.
Footnote: The geoid side is changed because there are local conditions (wind blowing, salinity, water flow etc.) and directions gravity perpendinoids with the Geoid face at each point of change.
16. The data set (Datum) is all quantities or a set of quantities of any quantity that can make reference or serve as a basis for the calculation of other metrics.
17. CRC-32 (Cycyclic redundancy check-32) is a 32-bit test algorithm.
18. (Flight segments) phases:
a) Stage 1: rolling from the dock terminal to the takeoff point;
b) Phase 2: take off and take the altitude to enter the air line system;
c) Phase 3: fly in the air line;
d) Stage 4: reduce altitude to reach;
Stage 5: approach landing and approaching deficit;
e) Stage 6: landing and rolling to the bay terminal.
19. Data quality is the degree or data reliability provided that requires the use of data on accuracy, resolution, and integrity.
20. Obstacle-CNV is all fixed (long or temporary) and mobile objects, or part of them that are located on the intended area for flying boats operating on the surface or protruding from the surface of the flight safety limit.
21. The DME (DME distance) is a direct line of sight (tilt) from the source of the DME signal to the carrier's antenna.
22. Air traffic Service (ATS) is a general term according to each case that may be a flight notification service, alarm service, air traffic, air traffic service, flight operations service (long distance control service, access control service, or service). Field control.
23. Aeronautical Information Service (Aeronautical Information Service) is a collection of operations, processing, compaction, and provision of domestic and international safety news for flight operations.
24. The marking (Marking) is one or a sign group displayed on the surface of the operating area at the airport for the purpose of transferring air information.
25. geodetic datum is a minimum set of parameters required to determine the location and direction of the local positioning system relative to the global general positioning system.
26. The data product specification is the specification of a set of data sets or data sets data along with additional information that will allow it to be created, provided for and used by another party (ISO 19131).
27. (Culture) The character is a human-built characteristic of the Earth's surface, such as cities, trains, and canals.
28. The terrain is natural features on the surface of the earth, such as mountains, hills, valleys, water, ice, and eternal snow, with the exception of obstacles.
29. The Head of Threshold is the starting point of the landing section that can be used for landing.
30. The Displaced threshold is the head of the landing trail defined at the location not the starting point of the landing trail.
31. The reporting point (Reporting point) is a specific geographical location (named) in which the location of the flying boat can be reported.
32. The change point (Change-over point) is a point at which an onboard flight ATS references the use of the VOR station, changing the reference from the rear navigation station to the reference to the front line.
33. The Aerodrome Reference Point is the location of the airport's geographical location.
34. The Missed approach point-MAPt) is the point determined in a device approach by the device that the deficit approach must be conducted at or before this point to ensure that no high or height violation exceeds that point of view. You know, obstacles. The missing access point is determined at:
a) The intersection between the flight path in the standard landing angle GP with a decision height or height (DA/H) is applied in the correct approach method;
b) navigation devices, milestones or a specific range from the last approach in the simple approach method.
35. The difference between the Geoid and the ellipsoid side is the distance of the geoid point at higher or lower than the standard mathematical elipsoid.
Notes: According to the global geodetic system (WSG-84) ellipsoids define the difference between the ellpsoid high of WGS-84 and the orthometrical altitude for us the Geoid WGS-84 terrain concept.
36. The accuracy (Accredacy) is the match between the calculated value or measure compared to the real value.
37. Ellipsoid Height (Geodetic height) is the altitude compared to the standard ellipsoid, measured in line through the elipsoid at the point of judgment.
38. High altitude (Altitude) is the vertical distance from the average sea level to one ink, one point or one that is considered as a point.
39. High or height determinism (Decision altitude/height-DA/H) is the height or height specified in the correct or approach-driven approach that takes the vertical direction, which must initiate a deficit approach in the field of time. the unobserved case with the eyes of the standard objects to continue approaching the landing.
40. The minimum low reduction height or minimum reduction height (MDA or minimum descent height-MDH) is either height or height in simple approach or in a glide which is below altitude, that height is not allowed to be lowered. If you don ' t, if you don ' t have an eye-to-eye reference.
41. Minimum-length flight height (Minimum-route altitude-MEA) is the altitude used in the long-distance flight phase that is provided with related navigation and communications equipment, in accordance with the structure of the sky and altitude beyond the need for obstacles. design
42. Obstrucacle clearance altitude/height-OCA/H) is the minimum height or height above the high level of the head of the landing trail or airport high level used to secure standards of flying over the obstacle course.
43. The minimum level sector (Minimum sector altitude) is the minimum above all the obstacles in the area of 300 metres (1000 sets) or 600 metres (2000 sets) for the mountainous terrain within the subsection of a circle with a radius of 46. The kiosk (25 NM) and the buffer zone 9 km, the center of the radio guidance is used.
44. Transition Altitude is the altitude specified in the airport area that, when flying at that height or lower, the vertical position of the flying boat is controlled via absolute altitude.
45. The minimum altitude in the area (Area minimum altitude-AMA) is the lowest altitude used in flight meteorological conditions using a minimum flight altitude of 300 metres (or 600 meters for mountainous terrain) on obstacles in the range of the area. is determined and rounded up to the nearest 30 meters, normally done on the line of the line and the line of the line.
46. Magnetic variation is the difference between the direction of the North and the north.
47. (Contour line) is the route in the map or diagram connecting points that are at the same level.
48. (CHC-Runway) is a rectangular area defined on the ground for takeoff and landing.
49. The Airway is a controlled area or part of that area in the form of a corridor.
50. The arrival (Arrival route) is the flight path in a standard approach, which is set to connect from the long-distance flight stage to the approach stage using a guided device.
51. ATS Airport (ATS route) is the route set to navigate the flow of the ATS service.
52. The Air transit route is a defined section on the ground that is set to serve as air transport.
53. The taxiway is a designated area set up on the airport to serve as a taxiway.
54. The initial approach is the phase of an approach by the device between the point of access to the oil and the middle point of the approach or the final approach.
55. The mid-approach phase is the phase of a device approach by the device between the middle and final approach points or the final approach or between the end point of the reverse method, the box shape or identification of the location. By using the compass and mold or the appropriate final approach.
56. The electronic aeronautical chart display is the electronic display device that the organization uses to plan flight paths, monitoring flight paths, and leads the way through the display of required information.
57. ATS monitoring system (ATS surveillance system) refers to a general automated monitoring system (ADS-B), primary supervising radar (PSR), secondary monitoring (SSR) or ground-based equipment systems. The identification of the flying boat.
58. The regional navigation system (RNAV system) is the navigation system that allows the spacecraft to operate under every desired flight trajectory within the scope of the navigation device on the ground or on the air or limits on the possibility of independent devices or a combination of both. method. The RNAV system can be calculated as part of the flight management system (FMS).
59. Cyclic redundancy check (CRC) is a mathematical solution that applies to data files to ensure that no data loss is lost.
60. The gap (Clearway) is a defined rectangular area on the ground, water surface. The area is in the control of the appropriate authority and is selected or expected to be the proper area for the aircraft to take the initial flight phase to an altitude of regulation.
61. The stadium at the airport (Manoeuvring area) is a part of the airport used for takeoff, landing, rolling and parking, including the moving area and the airport.
62. The Movement area is part of the airport used for takeoff, landing, and roll-offs, which do not include the airport airport.
63. Danger area is a defined area of the area where dangerous activities exist to fly in specific times.
64. Calendar (Calendar) is a discrete reference system intended to be defined for a time, as per the date (ISO 19108).
65. (Waypoint (WPT)) is a defined geographical location used to indicate the regional road guide or route of the airport's use of regional navigation. Points include:
a) The flight path applicable to the reference flight (Fly-by way point) is the route that requires the previous turn to allow the advance to contact the next part of the flight path or flight method;
b) The flight path through the flight application (where the first round starts) is a point where the loop is started to advance the next part of the flight path or the flight method;
66. Digital Elevation Model (DEM) is the display of the surface surface by continuous high values at all the intersection of the defined coordinate grid that is referenced to the root of general reference.
67. Msnail or final approach (Final approach fix or point) is the marker or point of a device approach with the device that begins to take the final approach phase.
68. High Level (Elevation) is a vertical distance from the average sea level to a point or a surface on the surface of the earth.
69. The high level of airport (Aerodrome elevation) is the highest point of the highest point on the landing zone.
"Flight level" is an isopressure compared to the 1013.2 hPa pressure mold and the caste side with the same properties.
71. Transition level is the lowest flight level that can be used higher than the transition altitude.
72. NM is the nautical mile (equivalent to 1.852 kilometers); m is metre; kilometers are kilometers.
73. The waiting flight method is intended to keep the ship in a defined area while waiting for the next command.
74. The standard instrument arrival standard is the flight path specified for the flying boat to follow the flight rules by the device that connects a critical, conventional point on the ATS flight path with a point from which it can begin to carry out. The approach to the device was published.
75. The standard instrument deployment method is the flight path defined for flight-based aircraft flying by the airport or CHC road of the airport with a critical point of view on the ATS airway. It started the flight phase of the flight.
76. The instrument approach using equipment (Instrument approach procedure) is the predetermined move on the basis of a reference to the safety assurance equipment that avoids the obstacle collision, calculated from the first point of contact or from the point of view. The head of the road to a point from which can complete the landing; if not landing, then to a point from which the standard of flight avoidance is avoided when waiting or long-distance flight.
77. Missed approach procedure is the method to follow in the absence of a landing approach.
78. Office of the Air traffic services reporting office is the basis for the report involving the ATS and plans to fly unsaved prior to the departure of the aircraft.
79. Ra-go-the-gas (Radial) is the magnetic in the magnetic direction from the VOR station to the recording machine.
80. Airport (Aerodrome) is an area specified in the ground or water surface (including buildings, installed equipment systems) with the purpose of using the whole or part for landing or takeoff and rolling of the flying boat.
81. Heliport Airport (Heliport) is a defined area on the ground or a defined area on the construction site for helicopter takeoff, landing and movement.
82. The airport (Apron) is the area defined in the airport for flying boats to serve passengers up, down; line, unloading luggage, mail, mail, parcel, cargo; refuel; provision of food supplies; technical service or flight maintenance.
83. Canopy (Canopy) is the ground in addition to the height of vegetation.
84. The AIP Amendment is a document containing long-term changes to the AIP news.
85. Aeronautical information publication (AIP) is the basic aviation news release, which includes long-term stable news, which is needed for flight operations.
86. AIP Supplement (AIP Supplement) is a document containing temporary substance changes to the AIP news and issued with special pages.
87. (Intergrated aeronautical information package), which includes the following documents:
a) Episode AIP, edit AIP;
b) The addition of AIP;
c) NOTAM and the pre-flight news release;
d) aviation knowledge;
The NOTAM catalog is valid and the NOTAM content summary is valid.
88. The data set series is the set of data files that have the same product (ISO 19115).
89. Data set is the set of identified data (ISO 19101).
90. The Final approach is a phase of the approach by device starting from a strip or a predefined point, or when the station or that point is not defined then:
a) From the last point of the final standard loop, the basic circle or loop into the route route in the box shape scheme and end up at a point near the airport that when flying over that point can take the landing or start a deficit approach;
b) From the point of entry into the final flight path in the approach method and finish at a point near the airport that when flying over that point may make a landing or start a deficit approach.
91. The Circling approach is the extension of an approach with an eye-loop supply device at the airport before landing.
92. The minimum mining standard of the airport (Aerodrome operating minima) is the limited use of the airport for:
a) Take off, shown as the view of the CHC line, when necessary to show by the conditions of the cloud;
b) The correct landing and landing operations are shown in the form of vision, line view of CHC, altitude, decision height (DA/DH) suitable for each type of flying boat type;
c) Approach to the landing and landing access activities that are guided in vertical direction are shown in the form of altitude view compared to the sea surface, height of decision;
d) The simple approach and landing operations are shown by vision, view of the CHC line, altitude, minimum levels, when needed can have additional cloud conditions.
93. The CHC (Runway visual range-RVR) vision is the distance in which the flight crew on the axis of the CHC road can see the surface markings of the CHC, the lights mark the CHC or the receiving of the CHC.
94. The navigation specification is the set of requirements required for aircraft and crew to assist navigation in the defined area. There are two kinds of guiding features:
a) Required Navigation Performance (RNP) is a regional navigation feature that includes requirements for monitoring and warning on board ships;
b) The area navigation (RNAV)) is a regional road feature that does not include a requirement for monitoring and warning on board.
95. The integrity-aviation data is the guarantee level for air data and its value is not lost or changed unless the data source is changed or authorized by the authority.
96. Trần Cloud (Ceiling) is the vertical distance from the ground or water surface to the bottom of the cloud layer of the lowest layer below 6000 m and covering more than half the sky.
97. The location of the aircraft stand (Aircraft stand) is a designated area on the airport serving the flying boat.
98. Touch down zone (Touch down zone): A portion of the CHC line is located after the end of the CHC road shelf for the first-hand landing craft with the CHC line.
99. Application (Application) is the processing of data through a required standard (ISO-19104).
What? 3. The responsibility of the agencies, units
1. Vietnam Aviation Administration:
a) The Chair builds the construction of the rules, standards and guidelines on the map, the aviation scheme;
b) Manage and organize the construction and order of the maps, the aviation scheme;
c) Research, the proposal to apply and organize the implementation of the regulations, the standard of maps, the aviation scheme that does not conform to the regulation of Vietnamese law, the international treaty that Vietnam is a member;
d) The organization, the management of the terrain database and the aviation obstacle which does not serve for domestic, international, and international air operations.
The presiding officer oversees the survey, which measures and sets up the database on eTOD under the regulation at this Chapter III; provides eTOD data in standard format for organizations, aviation businesses are allowed to use this data;
Guide to the use of the unit of measurement and guidance of the construction of the scheoners, the aviation map is specified at paragraph 19 and 20 Article 4 of this Smart;
e) Inspector, check, monitor the compliance of the mapping regulations, the aviation scheme of organizations, individuals with regard to civil aviation activity.
2. Aviation Port Authority:
a) Monitoring the compliance of the mapping regulations, the aviation scheme of organizations, individuals with regard to civil aviation activity at the port of aviation, the airport;
b) Participate in the construction of the regulation, the standard of maps, the aviation scheme;
c) The test, detection of artificial structures, outbound plants on the surface limit of the object of a non-management order under the designation of at least 2 (two) times in a year, reported the Vietnam Aviation Administration;
d) The organization measured its location according to the WGS-84, height, range compared to the airport reference point of the aviation barriers that are not located in the airport area (45 km from the airport reference point). Construction, update of the Geophysical Database and Electronic Obstacle Course by the Civil Aviation Administration of Vietnam.
3. Corporate responsibility for the supply of ATS services:
a) Participation in the construction of the regulations, the standard of maps, the aviation scheme;
b) Gather and process metrics to compile, print and release maps, map order;
c) The organization measures the position according to WGS-84, the antenna antenna of information stations, navigation, surveillance, and infrastructure services that operate operated by the business management and reporting of the Vietnam Aviation Administration (accuracy and regulatory integrity at the end of the year). Appendix 5 issued with this message. Construction of the Geophysical Database and Electronic Obstacle Course according to the Civil Aviation Administration of Vietnam;
d) Update the eTOD database, mapping the aviation map to the Aviation Data Management System (AIM) to blend into Vietnam ' s unsaved management system (ATM) network and the Global News Management System (SWIM);
Manufacture and business of schmos, maps that do not follow the distribution of the Vietnam Aviation Administration.
4. The responsibility of the airline exploitation business:
a) Participation in the construction of the regulations, the standard of maps, the aviation scheme;
b) The organization measures location according to WGS-84, the size and high level of infrastructure operated by the airline mining business and reported the Vietnam Aviation Administration, including: CHC road, rolling road, bay yard; the head of the CHC road shelf, point of regulation. Airport lighting, airport parking spots, VOR signal test points at the airport, navigation stations and flight facilities serving flight operations; airport high levels, magnetic deflation, load capacity, public distances, and other parameters related to the airport. The CHC road, the taxiway, the airport airport is operated by the specified management business at Annex V issued by this message;
c) Enterprise mining business is not a measurement organization and reports the Vietnam Aviation Administration when there is any change in infrastructure that led to the change in figures at this b point;
d) Build a map: Map of the precise approach, map of the airport, helicopter airport, ground navigation scheme, map of the airport, dock location to serve air news notification.
What? 4. Map catalog, aviation diagram
The map, the aviation scheme does not include:
1. Map of the airport obstacle course-type A.
2. Airfield obstacle course-type B.
3. Map of terrain and airport obstacles, electronic versions.
4. The topographic approach is accurate.
5. The airport map, the helicopter airport.
6. The navigation diagram moves the ground.
7. Map of the airport, the location of the flying boat.
8. Map of the standard use of the device using the device (SID).
9. Map of the approaching area.
10. Plan method to standard use of the device (STAR).
11. Plan the approach to using the device.
12. Map approaches with eyes.
13. Map of the air road system.
14. Small-rate air navigation scheme.
15. The map marks the trail.
16. The world map is 1:1000000.
17. The air map is 1:500000.
18. High-altitude mapping of the air traffic.
19. You limit the height of the barrier to aviation.
20. Map types, maps for flight operations.
Chapter 2
DESIGN, MAP CONSTRUCTION, AIR MAPPING
1. The map, the aviation scheme must include information regarding the functionality of the map, the aviation scheme, and the mapping of the map, the aviation scheme must not adhere to the principle of human element to facilitate the use of the item.
2. The map, the aviation scheme must include the information that is consistent with each phase of the flight to ensure the safety and rapid operation of the flying boat.
3. The presentation of the information in the map, the item scheme is not accurate, orderly, clear and readable in all normal operating conditions.
4. Color or tone color and letter size must ensure the driver to read, understand the diagram easily in the natural light conditions, normal light light (artificial) light.
5. Information in the map, the aviation scheme does not have to ensure that the driver captures quickly in the condition of large workload and is consistent with the actual extraction conditions.
6. The map, the aviation scheme can be shown in print form and the electronic version. The language used on the map, the diagram is English or Vietnamese.
The title of a map, the item diagram is not in accordance with the map catalog, the item scheme is not specified at Article 4 of this Information.
1. Size, pattern, margin of the map, the aviation scheme must comply with the provisions in Appendix I, IV and VI issued with this message, except for the specific specified cases for each type of map, the airline diagram.
2. The following information must be presented on the front of the map, the airline diagram, except for the specified case in the specification of the map, the item scheme is not relevant:
a) Sign or title of the map type, the airline diagram;
b) The name and reference number of the map, the air map;
c) The number of the adjacent sheets on the map's plan, the air plan (if any).
3. The annotation section for icons and abbreviate letters must be on the front or back of each map, the airline diagram. Case failed, the annotations must be printed separately.
4. The name and full address of the base agency must be presented on the margins of the map, the aviation scheme and shown on the front of the document, unless the map, the item scheme is not published as part of an aviation document.
5. The sample of some type of item type is not regulated at Annex IV issued by this message.
1. The symbols used in the map, the item diagram is not appropriate for the regulation at Annex II issued by this message. When there are important information without an icon, the appropriate sign choice but not to be confused with the map's icon, the item is not currently available or reduces the level of readout of the map, the airline diagram.
2. Ground-guided devices on the ground, the intersection points and points must be used with the same type of icon on all the maps, the aviation scheme.
3. The icons used for key points must be based on a hierarchy of symbols and are chosen in the following order: ground navigation equipment, intersection point, point route. Only use indicates the point of view when the critical point does not have the navigation device on the ground or the intersection.
4. The symbols must be presented by regulation at paragraph 2 and 3 of this and Appendix II issued with this message.
1. The measurement units are used to conform to regulations at the 5 Appendix 5 of the International Convention on Civil Aviation (Annex 5 ICAO).
2. The distance shown in the map, the aviation scheme is not based on the actual geodesic distance.
3. The distance must be expressed by kilometers, NM or both units and ensure that the units must be explicitly distinguished.
4. High altitude, high levels and height must be represented by foot or foot (feet) or both units, the units must be clearly distinguished.
5. The vertical size on the airport and the short distances must be shown by meter.
6. Requiing resolution for distance, size, high levels and height must be prescribed for each type of map, specific aviation scheme.
7. Measure units used to show distance, altitude, high levels and height must be noted on the front of the map, the airline diagram.
8. The conversion rate (km to the nautical mile, m to the set and vice versa) must be shown on each map, the airline diagram, which shows distance, high levels or altitude. The conversion rate must be placed on the front of the map, the aviation scheme.
1. For the bulk map of the large area the name, the basic parameters and the projection must be presented on the air map.
2. For the map, the aviation scheme of small areas, must give the right linear ratio.
What? 11. The effect of air information
The effective date of the air information must be clearly written on the front of each map, the airline diagram.
1. The Roman alphabet must be used to write names and letters.
2. Address names and geographical features in the country can use the Vietnamese alphabet.
3. The case of geographical terminology such as "nose", "point", "bay", "river" is abbreviated in English, the term must be fully established in Vietnamese. Do not use the punctate marks when writing off in the contents of the map, the airline diagram.
4. The abbreviation must be used on the maps, the item diagram is unreasonable.
What? 13. Showing the borders and national territory
1. The national border must be shown in the map, the aviation scheme. In case of important data, the National Border Road may not be present at that location.
2. The territorial case of more than one country is shown on the map, the aviation scheme, which must specify the name of the identification of those countries.
The color used on the map, the aviation scheme must be consistent with the provisions at Annex III issued by this message in the case of necessity.
1. The topographic is shown on the map, the item diagram does not have to meet the needs of the users of:
a) orientation and identification information;
b) Fly safely on the terrain;
c) clarify the aviation information;
d) Plan flight planning.
2. The high case is used, these high levels must show key points.
3. The high level value of the point with fluctuation accuracy must be added "plus" and "minus" (±) with variable value.
What? 16. Flying area, bay area restricted area and dangerous area.
When you show a restricted area, a restricted area, or a dangerous area, must include references or other identification.
What? 17. The responsibility area of the ATS service provider facility
When the sky is provided by the ATS service on the map, the aviation scheme, which must specify the type of the sky; type, name or signal, high limits and radio frequency; the limits described must be consistent with the regulation at Annex II issued by the order. This is private.
We have to clear the North and the deviation from the map, the air map. A change of magnetic deviation must be expressed as prescribed for each type of map, the aviation scheme.
The letter pattern for use for maps, the aviation scheme was made in accordance with the ICAO's Document Doc 8697 Document, the "Map documentation". The font was used mainly as a "Arial" font of the Unicode code.
1. Vietnam Aviation Administration performs the necessary measures including procedures, processes, resources needed to perform quality management at each stage of function. It must be ensured that procedures can query the source of the source of the source and allow the detection of the abnormation or error of the data in the period of release or maintenance to ensure that the information is always accurate for the aviation data.
2. Must ensure the consistency of the non-specific aviation information data for each type of map, the specific aviation scheme and is presented at the Table 2 Annex V issued by this message.
3. Must ensure the integrity of the air information data from the time of the survey of the data until it comes to the end user. The request for the integrity of the aviation information data is not based on potential risk. Specifically as follows:
a) The data is very important, the degree of integrity 1 x 10 -8 : There is a high risk probability that can occur when using the misguided data from which it affects the safety of the flying boat while flying and landing and can lead to accidents;
b) important data, integrity 1 x 10 -5 : There is a low risk probability that can occur when using the misguided data from which it affects the safety of the flying boat while flying and landing and can lead to accidents;
c) The normal data, the degree of integrity 1 x 10 -3 : There is a very low risk probability that can occur when using the misguided data from which it affects the safety of the flying boat while flying and landing and can lead to accidents.
4. The quality of the data quality is not related to the integrity and classification of the data specified in Table 1, 2, 3, 4, 5 and 6 Annex V issued by this message.
5. Electronic data sets must be protected by offering a 32-bit test algorithm (CRC-32) into the data sets, implemented using the application of data sets to protect all the integrity levels of data sets. It's a three-order rule.
1. Horizonvia
a) Global geodetic system (WGS-84) must be used as a horizontal (geodesic) reference frame. The airline's geographical location is not published (latitude and longitude) must be expressed in the WGS-84 geodesic system.
b) The geographical coordinates have been converted to WGS-84 coordinates but the accuracy of the initial foreign work does not meet the requirements at Chapter 2 of the 11 and Chapter 2 of the ICAO Convention 14, which must be indicated by the sign.
c) The accuracy of the accuracy for the geographic coordinates must be specified for each type of map, the item of a specific item, and in accordance with the Table 1 Annex V issued by this message.
2. Stand-by
a) The average sea level reference frame must be used as a standing reference frame.
b) In addition to the high levels referenced to the average sea level, the location on the ground is surveyed specifically, the surface of the globe (earth surface) (referenced to ellipsoid WGS-84) for these positions must also be published in accordance with the regulation. for a map, an aviation map.
c) Requied the accuracy of the high level and the size of the map (the Earth's surface) of the map, the line diagram is not in accordance with the specific regulation and is consistent with Table 2, the V Exhibit is attached to this message.
3. Time reference system
a) The Ocean and International Time (UTC) must be used as a time reference system.
b) When using a different time reference frame for mapping settings, the item scheme is not specified at AIP Vietnam.
Chapter 3
YOU ' S A LITTLE OBSTACLE.
Item 1
AIRPORT OBSTACLE COURSE-TYPE A
Combine with the relevant information published in AIP and provide the necessary data for the operator to follow the exploit restrictions.
1. The aviation barrier scheme, type A (limited exploitation) must be set up for all airports that have international flight operations, except for airports that do not have obstacles in the take-off strip or airports with obstacles to obstacles and ground terrain. The electronic mapping is in Section 3 of this Chapter 3.
2. In the absence of an unbuilt scheme because there is no impact obstacle in the take-off strip, it must be announced in the AIP Vietnam and the Flying Field in the area of the airports.
What? 24. The rule of rounding the number for the measured quantities
1. The high level must be rounded up to the nearest 0.5 m or to the nearest order.
2. Straight size must be rounded to the nearest 0.5 m.
1. The scope of the diagram must cover all the obstacles.
2. The horizontal ratio must be in the range from 1:10000 to 1:15000.
3. The height in height must be ten times higher than the horizontal rate.
4. The horizontal and vertical linear ratio is presented by the unit of meters and the unit unit must be included in the diagoners.
What? 26. The expression of expression
1. The diagram must describe the surface and the cutting side of each CHC line, the stop or the tip of the head of the relevant CHC road, the take-off strip and the obstacles.
2. Must present a cut for each of the CHC lines, the pause, the tip of the head of the CHC line and the obstacles in the strip take off on the corresponding side drawing. The cross-section of the alternative take-off strip includes the linear projection of the full takeoff path, which must be arranged on the corresponding map drawing to suit the interpretation of information.
3. The cutting edge grid must be shown across the entire section of the section off the CHC line. The original point for the high-height coordinate is the average sea level. The original point for horizontal coordinates must be the head of the most distant CHC road from the associated take-off strip. The scale line must be presented along the base line of the net and along the vertical margin.
4. The schema must include both the data box set to be prescribed at paragraph 3 Article 29 This message and the cell to write the modifications, the revised date.
What? 27. Identity of the site
The schema identification must be determined in the following order: the national name, the provincial name, the Central City, the name of the airport and the designation of the CHC line.
You must point out the deviation from rounding to the nearest level and the date of the definition of deviation from the deviation.
What? 29. Data information about aviation
1. The obstacles:
a) The objects in the takeoff strip above the flat surface of a 1.2% slope starting from the take-off path will be considered to be the obstacle, except for the obstacles that are completely under the shadow of other obstacles by regulation in point b 2 This. Mobile objects such as boats, trains and trucks, which can be crossed over a 1.2% plane, are determined to be obstacles but are not considered to be capable of creating the ball.
b) The shadow of an obstacle is considered to be a flat surface that comes from the horizontal line passing through the top of the barrier square angle with the axle of the take-off strip. The plane covers the entire width of the strip that takes off and expands to the plane that is specified at the above point or to the higher obstacle next to the event. For the first 300m of the takeoff range, the ball plane is horizontal and exceeds this point, the flatten faces up to 1.2%.
c) In the case of the obstacle creating the ball is likely to be removed, objects that may become obstacles after removing the obstacle creating the ball must be shown in the diagram.
2. The Strip:
a) The landing strip consists of a weight-shaped area on the Earth ' s surface located just below and is symmetrical to the CHC line.
This area has the following features:
-Starting at the end of the published area suitable for take-off (end of the CMC line or the tip of the CHC road shelf);
-The width at the starting point is 180m and increases in a 0.25 percentage point from the start to a maximum of 1,800m.
-stretching away to the point of no obstacle or to a distance of 10 km, choosing a smaller distance;
b) For the CHC line used for aircraft carriers that restrict the exploitation without preventing the use of the takeoff slope by more than 1.2%, the extension length of the take-off strip specified at this paragraph must be increased to at least 12 km and the slope of the surface. It must be reduced to 1% or less.
3. Public Distances:
The following information for each direction of the CHC path: the running section can be used (TORA); the range can stop emergency (ASDA); the range can take off (TODA); the range can land (LDA).
4. Face drawing:
a) The mask must be presented:
-The shape of the CHC line by line, including length and width, the magnetic deflation is rounded to the closest and the number of the CMC line;
-The shape of the head of the head of the CHC road by the shear line, including length and identification information;
-The strip with a brick and axial line with a sharp dash of bricks and a long dash of bricks;
-Reserve bands. When the reserve takeoff strips are not located between the protracted section of the CHC road axis, it must provide the annotation section explaining the importance of those areas;
-Obstacles, including: the precise location of each obstacle course and the symbol determine the type of obstacle;
-High level and obstacle recognition;
-The extent of the breach of the obstacle is determined in the notes section.
b) When the presentation is stopped, you must determine the length of each stop.
5. The vertical surface must display:
a) The cross-section of the axial lines of the CHC line by seamless and cross-section of the axis lines of the stop and the tip of the head of the CHC road is associated with the shear line;
b) The high level of the CHC axis at each end of the CHC line, at the stop and point of each strip take off and at each major change in the slope of the CHC line, the pause;
c) The objects that exhibit the obstacle include: the vertical vertical line, which extends from a grid that is consistent to the top of the obstacle; the identification feature, the level of surface violations limit the obstacle.
What? 30. Public information on the diagram
1. The requirement for accuracy is to be presented on the diagram.
2. Process snail. In the absence of a correct reference mark for vertical reference, the high level of the reference point used must be shown and noted as assumed.
Item 2
AIRPORT OBSTACLE COURSE-TYPE B
The airport obstacle scheme provides information to meet the following functions:
1. Define the minimum safety and maximum safety height including for the detour.
2. Identilocate the methods used in the emergency when taking off or landing.
3. Apply elimination criteria and mark the obstacle course.
4. Provide the source of documents for the air items.
The airport obstacle scheme-type B has to be supplied to airports with international flights, except for airports that have had a map of the terrain and the electronic obstacle being regulated at Section 3.
What? 33. The principle of rounding up numbers for measuring quantities
1. The high level must be rounded up to 0.5 m nearest or to the nearest one.
2. Straight size must be rounded to the nearest 0.5 m unit or to the nearest one.
1. The scope of the diagram must be sufficient to cover all the obstacles.
2. The horizontal ratio must be within the range from 1:10000 to 1:20000.
3. The linear and vertical linear ratio must be expressed both by meter and foot. When necessary, the linear ratio is equal to kilometers and nautical miles.
The diagram must include:
1. Explain the projection used.
2. The necessary identification information on the coordinate grid.
3. Sign indicating the obstacles that violate the limits of the obstacles that are specified at the UN Protocol. 20 /2009/NĐ-CP February 23, 2009 of the Government on the management of the Aviation Obstacle and the Governing Bodies, protect the skies in Vietnam.
4. To record the amendments and the date of the correction.
5. On the margins, every minute the latitude, longitude is marked by degrees and minutes.
What? 36. Identity of the site
The diagram must be determined in the following order: the national name, the provincial name, the central city and the name of the airport.
What? 37. The expression and the terrain notes
1. The details of the drainage and hydrology (canals, canals, rivers, rivers) must be shown the most brief.
2. Buildings and other prominent features that are associated with the airport must be shown on the diagram and must be in proportion.
3. All objects that pass on the surface take-off and approach surfaces are prescribed at the UN Protocol. 20 /2009/NĐ-CP February 23, 2009 of the Government on the management of the Aviation Obstacle and the Governing Bodies, protect the skies in Vietnam.
4. Road and rail in the takeoff, landing approach and the head of the CMC or CHC road extending below 600 m (2000 ft) must be shown on the diagram.
The diagram must show a compass pointing to the North and the deviation from the nearest level, the date of the definition of the deviation.
What? 39. The aviation data is published
The diagram must show:
1. The reference point of the airport and the geographical coordinates of the reference point in degrees, minutes and seconds.
2. The shape of the CHC lines in the form of a seamless line.
3. The length and width of the CHC line.
4. The direction is rounded to the nearest level of the CHC line and the CHC number.
5. The high level of the CHC axis at the tip of the CHC road, at the stop and point of the take-off strip, approach landing and major changes in the slope of the CHC line, the pause.
6. Roll, parking and parking areas by line.
7. The pause is described by the fault line.
8. The length of the stop.
9. The head gap of the CHC road is presented by the fault line.
10. The length of each of the head gaps CHC.
11. Surface-taking surfaces, approaching landing surfaces are presented by fault lines.
12. The strips take off and approach landing.
13. The exact location of the obstacles, including: the symbol to express the type of obstacle, high levels, identification information, the level of limited surface violation.
14. Additional obstacles are identified at paragraph 1 Article 29 of this message, including obstacles from other obstacles.
1. The correct degree of accuracy must be presented on the diagram.
2. Process snail. In the absence of a correct reference mark for reference height, the high level of the reference point used must be specified and noted as assumed.
Section 3
MAP OF TERRAIN AND AIRPORT OBSTACLE COURSE, ELECTRONIC VERSION-ICAO
Describes the terrain and obstacle data associated with the necessary aviation data, in order to:
1. Allow the operator to comply with the prescribed mining restrictions at Chapter 5 Part I and at Chapter 3, Section II, Section III 6 (Annex 6) of the Chicago Convention by building backup methods for use in the case of emergency in the event. phase of the deficit approach or take off and by carrying out the analysis of the mining limitations of the flying boat.
2. Support the following navigation applications:
a) The design of the flight method using the device;
b) Limit and remove the airport obstacle;
c) Provide data sources for the production of other aviation schemes.
1. From November 12, 2015, the map and airport obstacle course must be set up for international airports across the country.
2. The topographic map and the electron version airport obstacle must also be available in the printed form when required.
3. Standards for the quality of geographic information using ISO 19100 as the basis of general data modeling.
1. The diagram must be determined in the following order: the national name, the provincial name, the central city city and the name of the airport.
2. The scope of the diagram
The covering areas for the specific eTOD set are specified as follows:
a) Region 1: All national territory;
b) Area 2: In the vicinity of the airport, the sub-divided is as follows:
-Area 2a: The rectangular area around the CHC road, including the CHC road range and the CHC head gap;
-Area 2b: The area extends from the terminus of Region 2a in the direction of departure, with a length of 10 km and a 15% extension on each side;
-Area 2c: The area extends beyond Sector 2a and 2b at a distance of no more than 10 km from the boundaries of Sector 2;
-Area 2d: The area outside of the 2a, 2b and 2c areas to the distance of up to 45 km from the airport reference point or to the mid-end zone boundary (TMA), take a closer range.
c) Area 3: The area includes the airport ' s moving area, extending horizonto from the edge of the CHC road to the 90m distance from the CHC and 50m axis from the outer edge of the moving area;
d) Area 4: The area extending 900m ahead of the CHC and 60m road threshold of each side of the CHC axis extends in the direction of the landing approach on the CHC road approach precisely at CAT II or III.
3. In the First Area diagram, there must be a high degree of obstacles that exceed 100 m above the natural soil.
4. Since November 12, 2015, at all international airports there must be eTOD for all obstacles in Area 2 which is assessed as being at risk for flight operations.
5. Since November 12, 2015, at all international airports must have eTOD for:
a) Area 2a for obstacles that violate the surface of the obstacle limit.
b) Violation of the strip recognition surfaces of the takeoff range;
c) Violation of the surface limits of the airport obstacle.
6. At international airports, eTOD must be provided to Sector 4 for terrain and surface breaches of the surface-gathering surface data collection related to the CAT lines II access to CAT II or III accuracy and the operators requiring the SATD accuracy. Detailed terrain information to allow the assessment of the impact of the terrain to determine the decision height using the radio height measurement device.
1. General Request:
a) When developing computer graphics applications are used to describe the features on the diagram, the relationship between characteristics, properties, basic spatial geometry, and topographic relationships must be detailed by an application schema. The description information will be provided on the basis of the specification specification applied to the specified description rules. The description of the description technique and the description rule are not part of the data set. The description rule must be stored in a description category, which references the description of the specified description technique;
b) The symbols are used to describe the characteristics that must be consistent with the regulation at Article 8 of this and the regulation at Appendix II issued with this message.
2. terrain features:
a) The topographic feature and related properties are described and the database link to the diagram must be based on electronic topographic data sets that meet the regulations at Chapter 10 of the ICAO and regulation at Annex V issued by Information. Hey!
b) The terrain feature must be described to provide a general effective impression of the terrain. This is the appearance of the terrain surface by continuous high values at all the intersection of the specified coordinate grid, also known as the Digital High Model (DEM).
c) The described terrain must be linked to the following related properties in the database: the horizontal position of the grid points by the geographic coordinates and the high level of points; type of surface type; the field value (if available); the name of the components. Street, town and other prominent terrain features.
3. The obstacle course features:
a) The object of the obstacle, the relevant properties, is described and connected to the database into the diagram must be based on the eTOD; data set.
b) The object must be described by the appropriate symbol and the barrier identifier;
c) The object of the obstacle being described must be connected to the following relevant properties in the database: location in accordance with geographic coordinates and high levels; the type of obstacle; the excess level of the obstacle.
4. Airfield features:
a) The characteristics of the airport, the relevant properties, are described and linked the database to the diagram must rely on airport data;
b) The following features of the airport must be described by the appropriate symbol: the airport reference point; the CHC line with the stop and the tip of the CHC road (if available); the taxon, the parking, the large buildings and other prominent features of the airport;
c) The airport feature is described must be connected to the following relevant properties in the database: the geographic coordinates of the reference point, the deviation point, the year of determining the information and changes annually, the length, width of the CHC line, the pause, the head gap CHC, the surface type of the CMC line and of the stop, the direction of the CHC line rounding up to the unit level; the high level of the head of the CHC road shelf, significant changes in the slope of the CHC line and the stop; distance publication for each CHC or letter direction. The "NU" stands when the direction of the CHC line is not used to take off and land.
5. The guide device features: the radio navigation device located within the scope of the diagram must be described by an appropriate symbol.
1. Requiing the accuracy of the aviation data must follow the current regulation.
2. The resolution of the resolution of the aviation data is not in accordance with the current regulation.
1. The diagram must allow the rate change when used for lookup. The symbols and the size must change according to the diagram ratio to enhance the ability to read.
2. The information on the diagram must be referenced by geographical coordinates and must be able to determine the position of the cursor to the nearest second.
3. The diagram must be compatible with the hardware, personal computer software and the information media.
4. Only remove information from the diagram when updates are approved by the authorities.
5. When the information congestion occurs, the details required to support the functionality of the scheme cannot be displayed with sufficient clarity on a display screen, the selection information classes must be provided to allow the combination of information options.
6. The diagram can be printed in print format on paper in accordance with the specifications of the content and rate specified by the user.
What? 47. Data product specifications
1. The full statistical set of mapping data sets must be provided in the form of data product specifications, on which the user uses the data to evaluate the data product of the diagram and determine the response level of the required data. according to the purpose of use.
2. The specifications of the schema data product must include: overview, technical parameters, data product identification, data content information, the reference frame used, data quality requirements and information about data collection, maintenance, data, data, and analytics. data, data description, transfer of data products as well as any additional information available, the database content description information.
3. The overall publication of the specifications of the schema product provides an unformal description of the product and must have shared information about the product of the data. The technical parameters of the schema data product must have a spatial range (horizontal) that determines the area covered in the diagram. The schema product identification information must include the product's title, a brief, content-based short-purpose summary of content and purpose, describing the geographical area covered in the diagram.
4. The data content of the schema data product specifications must specify the type of coverage or image data and must provide a convincing description of each of the parameters.
5. Technical specifications for the right diagram data product:
a) Define information about how the reference frame is used, including the space reference frame (horizontal and high) and the time reference frame;
b) Define the data quality requirements, including the statistics of acceptable appropriate quality levels and the corresponding quality of data;
c) The statistics of the schema product specifications must include all of the data quality components and sub-components of the data quality, even if the specified index is a factor or sub-factor of the specific data quality that does not apply to the data. Yeah.
6. The specifications of data products must include a statistical collection of data to describe the sources and processes that have applied to the collection of schema data. The principles and criteria that have applied in the maintenance of the scheme must also be expressed in the schema product specifications, including the frequency of updated schema products and the maintenance of the maintenance of the barrier data set to be included in the program. scheme and guides the principles, methods, criteria that apply to the maintenance of barrier data.
7. Preliminary data product specifications must include information about how the data is described on the diagram and is detailed in Article 44 of this Information. The digital data product specifications must also have data transfer information, including transfer formats and transfer media information.
8. The core metadata components of the diagram must be included in the digital data product specifications. An additional metadata required to be provided must be written in the specifications of the product along with the metadata format and encoding.
Section 4
THE TOPOGRAPHIC DIAGRAM APPROACHES EXACTLY.
The exact approach topographic scheme provides detailed terrain-cutting information in a defined area of the last phase of allowing the operator to evaluate the impact of the terrain to the determination of the decision height using the use of the site. The device is measured in radio height.
1. The correct access topographic approach must be set up for all of the CHC access to exactly Cat II and III at international airports, except for the necessary information provided in the topographic scheme and the airport electronic obstacle in accordance with the regulations. in Section 3 of this.
2. The correct access topographic approach must be modified when there is any significant change.
The horizontal ratio is 1:2500 and the vertical rate is 1:500.
What? 51. Identity of the site
The diagram must be determined in the following order: the name of the country, the provincial name, the central city city and the name of the airport, the designation of the CHC line.
What? 52. Information about cross-section and stand
The diagram must include:
1. The display side displays the lines at 01m (03 ft) apart in the 60m (200 ft) area at one of the two sides of the line of the line of the CHC line with the same distance as the cut face, the roads that are associated with the head of the CHC road.
2. The sign indicates that the terrain or any object in the map drawing is determined at this one Article, which is about ± 03m (10 ft) in height from the axis of the axial shear and is likely to affect the radio-high gauge.
3. The vertical cross-section of the terrain to a distance of 900m (3000 ft) from the threshold along the protracted axis of the CHC line.
Chapter 4
AIRPORT MAP
Item 1
AIRPORT MAP, HELICOPTER AIRPORT
1. Provide for the steering of the information to facilitate the move of flying boats on the ground including:
a) For the airport: from the location of the flying boat to the CHC and from the CHC road to the location of the flying boat;
b) For the helicopter airport:
-From the chopper's parking position to the area of the wheel, leaving the land to the last resort and the takeoff area;
-From the last resort and landing area to the touch area, leave the ground and get to the chopper ' s parking position;
-Along the rolling lines on the ground and moving on the air of the helicopter;
-Along the air-air transition routes.
-Provide vital mining information at the airport, helicopter airport.
1. Map of the airport, helicopter airport used for civil and military air operations.
2. The map moving the ground and the parking scheme, the flight parking position needs to be set up in certain conditions. In this case, the elements were shown in the non-essential upper-field schemes that were shown in the airport diagram, the helicopter airport.
1. The range of the scheme must be large enough to explicitly express all the factors prescribed at this Article 58.
2. The linear ratio needs to be shown.
What? 56. Identity of the site
The diagram must be determined in the following order: the provincial name, the central city, the name of the airport and the designation of the CHC line.
1. The North's direction and the north direction must be shown by the arrow sign on the diagram.
2. The deviation from being rounded to the nearest unit and the degree of deviation from each year must be shown.
What? 58. Airfield data, helicopter airport
1. The geographic coordinates of the airport ' s reference point, the helicopter airport includes degrees, minutes, seconds.
2. The high level is rounded up to the metre unit or the department of the airport, the helicopter airport and the parking field (high level examination positions) if applicable. The high level and the rough of the head of the CHC Road edge, the focal point of the pastry area and leave the land of the helicopter to the simple approach.
3. The high level and the rough of the head of the CHC road shelf use the correct approach rounding up to 0.1 m, the focal point of the cake-touch area and leaving the soil and at the highest level of the pie area touching the CHC line using the correct approach.
4. All the CHC lines, including the CHC lines being built with the CHC road name, length, width rounding up to unit meters, load capacity, head of displacement, stops, gaps, the direction of CHC is rounded up to the near unit. The most, the kind of surface and the symbol-paint system on the CHC. The load capacity can be displayed in the form of a table on the front or back of the diagram.
6. The airports and parking positions of the flying boat, helicopters, lighting systems, beacon paint, test allowers and other eye-eye guidelines if applicable, including the location and type of eye guidance systems into the patio, the type of surface for the flight deck. with the helicopter airport, the capacity to load or limit the type of flying boat if the load is less than the load capacity of the associated CHC lines. The load or restriction on the type of flying boat can be displayed in the form of the board on the front or back of the diagram.
6. The geographic coordinates include the degree, minute, seconds of the early areas, the focal point of the ground-touching area, the land leaving and the tip of the top-access area and the take-off zone if applicable.
7. Roll-on, ground-on-air and air traffic on the air of the helicopter along with the type of surface, air transition paths of helicopter, roll name, width, lighting system, signage signage including fixed pending stops. and temporary stop-waiting positions if set up, stop waiting, test equipment and eye guidance, load capacity or restrictions on flying boats if the load is less than the load capacity of the CHC lines. The load or restriction on the type of flying boat can be displayed in the form of the board on the front or back of the diagram.
8. The important positions need to be noted for additional information. These information can be displayed in the form of a table on the front or back of the diagram.
9. The geographical coordinates include the degree, minute, second and the percentage of seconds of the points on the suitable roller axis and the flying positions of the flying boat.
10. The standard lines for the flying boat and the full name if established.
11. The boundaries provide air traffic control.
12. Location of the CHC line view view (RVR).
13. CHC light system and access lights.
14. Location and type type of the eye-to-eye approach with a design-based glide approach, the minimum observed altitude over the head of the CHC line on the standard line, when the axis of the system is not parallel to the CHC axis, must supply. the angle and direction of the transfer (the right or the left).
15. radio communications and communications channels, address login if applicable.
16. The obstacles affect the rollout of the flying boat.
17. The areas serving ships and buildings are important for mining operations.
18. VOR radio check point.
19. The area of no frequent use for flying boats also needs to be shown.
20. For the helicopter airport, it must be shown to add on the following schema of data:
a)
b) The area of the ground and land leaving the soil consists of rounded sizes to the unit of meters, slope, type of surface and load capacity according to the metric ton;
c) The final approach zone and the take-off area consists of type type, rounding direction to the nearest unit, length and width of rounding up to the metric unit of meters, slope and type of surface;
d) The Safe Zone covers length, width and type of surface;
The empty space of the helicopter aircraft includes the length and surface of that area;
e) The obstacles include the type and altitude of the highest obstacle rounding up to the nearest metre unit or order;
g) The eye-supporting side of the approaches, lighting system and sign-painting of the last resort area, landing area, ground touching area and area leaving the ground;
) The range announced that it rounded up to the nearest metre unit to the helicopter airfields, including the possible use of the momentum, which could be abandoned, and the range could take off.
Item 2
MAP NAVIGATION GUIDE
Provide the driver with detailed information to facilitate the movement of ships flying out, into the parking stations, the airport yard.
The ground-moving scheme provided the necessary details for the transport of the aircraft along the taxiway between the flying positions of the flying boat that was not shown in the airport scheme, the helicopter airport.
1. The range of the scheme must be large enough to explicitly express all the elements prescribed at this Article 64.
2. The linear ratio needs to be shown on the diagram.
The diagram must be determined in the following order: the name of the country, the provincial name, the central city city and the name of the airport and the designation of the CHC line.
1. The direction of the North and the North from having to be shown by the tip of the arrow on the diagram.
2. The deviation from being rounded to the nearest unit and the change in deviation from each year must be shown.
1. The high level of parking is rounded to the metric unit of meters or the nearest order.
2. The airport consists of a parking spot, load capacity or type of limited flying boat that is mined, lighting lights, beacon paint and test-assisted devices, eye guidance if available, including location and type of eye parking systems.
3. Coordinates the flight parking positions including degrees, minutes, seconds, and percentage of seconds.
4. Roll and roll name, roll width rounding up to the metric unit of metres, load capacity of the roller line or restrictions on flying boats if the load capacity is less than the load capacity of the related CHC roads, lighting systems, paint signers including These include the fixed waiting slots and temporary stop-stop positions if set up, the lights stop, the supporting devices and other eye guidance.
5. The important positions to note must be noted by additional information. These information can be displayed in the form of a table on the front or back of the diagram.
6. The standard lines for the flying boat and the full name if established.
7. The coordinates of the points located on the roller axis are counted to the degree, minutes, seconds and percentage of the second.
8. The boundaries provide air traffic control.
9. radio communications and communications channels, address login if applicable.
10. The obstacles affect the rollout of the flying boat.
11. The areas serving ships and buildings are important for mining operations.
12. VOR radio checkpoint and radio frequency of the device involved.
13. The area of travel is not regularly used for aircraft carriers.
Section 3
PARKING MAP, BAY PARKING POSITION
The parking scheme, the flight parking location provided the organization with detailed information to facilitate the movement between the rolling area, the parking area, and the location of the flight deck.
This diagram is published for airports that are available in complex parking and the direction of navigation between the taxiway, the carrier's airport cannot be described in detail in the airport diagram, the helicopter airport or on the ground-moving navigation scheme.
1. The range of the scheme must be large enough to explicitly express all the elements prescribed at this Article 70.
2. The linear ratio needs to be shown on the diagram.
The diagram must be determined in the following order: the name of the nation, the provincial name, the central city and the name of the airport.
1. The North ' s direction must be shown by the arrow sign on the diagram.
2. The deviation from being rounded to the nearest unit and expresses a change in deviation from each year must be expressed.
1. The high level of parking is rounded to the metric unit of meters or the nearest order.
2. The airport consists of a parking spot, load capacity or type of limited flying boat that is mined, lighting lights, beacon paint and test-assisted devices, eye guidance if available, including location and type of eye parking systems.
3. Coordinates the flight parking positions including degrees, minutes, seconds, and percentage of seconds.
4. Roll-in-line entrances, rolling names, waiting slots on the CHC line, temporary stop positions and stop lines.
5. The important positions to note must be noted by additional information. These information can be displayed in the form of a table on the front or back of the diagram.
6. The standard lines for the flying boat roll with full names if established.
7. The coordinates of the points located on the roller axis are counted to the degree, minutes, seconds and percentage of the second.
8. The boundaries provide air traffic control.
9. radio communications and communications channels, address login if applicable.
10. The obstacles affect the rollout of the flying boat.
11. The areas serving ships and buildings are important for mining operations.
12. VOR radio checkpoint and radio frequency of the device involved.
13. The non-regular moving area used for flying boats must also be shown.
Chapter 5
THE STANDARD METHOD OF DEPARTURE STANDARDS USING EQUIPMENT, ACCESS TO THE APPROACH, THE METHOD MAP TO THE STANDARD USE OF THE DEVICE, THE APPROACH MAP USING THE DEVICE, THE EYE-TO-EYE APPROACH, THE MINIMUM ALTITUDE SCHEME OF UNSAVED SURVEILLANCE.
Item 1
SCHEMA TO LAUNCH STANDARD USAGE
DEVICE
1. Provide information that allows the driver to take the take-off method by the standard departure route using the device to enter the long-distance flight stage.
2. The information relating to the identification of the standard departure methods is specified at Annex 3, Annex 11 (Annex 11) of the Chicago Convention; the manual content associated with the establishment of these methods is presented at the Periodic Documentation. Air traffic planning (Doc 9426-ICAO).
3. The information relating to the standard requirements of flying over obstacles and detailed content of the minimum information needs published in Part II, Book II Guide to the method of air transport and carrier extraction. (PANS-OPS, Doc 8168-ICAO).
1. Preliminary mapping of the standard use of equipment (SID) must be built and published for every airport that establishes the standard launch methods using the device and in case the relevant information related information is not expressed in the course of the device. It's full of access to the approaching area.
1. The scope of the diagram must be sufficient to determine the phase from the starting point of the departure method to the point of connection with the specified long-distance flight stage and the start for the flight path that provides the ATS service.
2. The diagram must be presented in a specific rate. The size of the ratio must be expressed in the diagram presented in proportion.
3. When you ca n' t present the rate, the diagram must be notated with the "ZERO-RATE" INSTRUCTIONS.
1. In case of the diagram being shown in proportion, the lines of latitude and the line must be shown in accordance with appropriate distances.
2. The divided signs must be shown in accordance with the lines showing the distances.
The scheme must be identified by the name of the province, the central city of the airport, the name of the airport and the identification of the standard departure methods that are established in accordance with the ICAO rules.
What? 76. The current way of expression and terrain notes
1. The preliminary case is shown in proportion, the borders of the coast, the region of water, large lakes, rivers must be shown on the diagram unless these information affects more important information on the diagram.
2. The diagram must be built in proportion and all of the terrain form higher than 300 m (1000 ft) above the airport level must be shown in the form of a high-value sugar that is accompanied and printed in light brown. High levels include the highest points located in the lines that must be printed in black. Obstacles must also be shown on the diagram.
3. The next line is higher than the 300 m (1000 ft) above the airport level in the original topographic scheme which can be selected to start showing color for the layers.
The magnetic deviation used to determine the directions, the trail and the exit-the antenna must be shown by the nearest unit.
1. The point, the trail and exit-the antenna must be shown in the direction. This procedure may be included in the diagram when necessary.
2. The case of the diagram showing the method, the trail and exit-go-the antenna in the form of the North real direction or the north by the coordinate grid, the information must be clearly confirmed.
1. Airport:
a) The departure airport must be expressed in the form of the CHC road;
b) All airports that affect the standard departure method with the relevant device must be shown and identified.
2. Flying areas, flight restrictions, and dangerous areas may affect the implementation of methods that must be expressed with identification information and accompanied by limits on altitude.
3. The minimum height according to the subsection:
a) The minimum heights under the subsection are established based on the basis of the appropriate path-driven auxiliary vehicle with the method must be expressed clearly with the applicable indicators for the relevant sub-districts;
b) In the event that the minimum heights in the subsection are not established, the diagram must be built in proportion and the minimum safety heights in the area must be expressed in the quadrilateral defined by the lines of latitude and longitude. The minimum elevation in the area must also be shown in the sections of the diagram that are not within the regulation range for the minimum altitude according to the subsection;
c) Depending on the rate of selected diagonation, the quadrilateral is formated by the lines of latitude and the line of longitude is often selected to have a corresponding value of 0.5 degrees of longitude, latitude.
4. ATS Service Provider System
The components of the appropriate ATS service provider system are set to be shown on the diagram. The components shown include:
a) The chart describes each method of departure by the device, including: designation of the flight path; the key points that determine the flight path; the trail or out-to-go with the correct value to the closest to each segment of the flight path; the range value between the weak points. rounded up to the nearest kilometre or nautical mile; the minimum flying heights along the flight path or flight sections required the method with the closest rounded value to multiple multiples of 50 m or 100 restrictions on the altitude of flight (if present); with the schemes being shown. At present rate and given the means of radar guidance, the minimum altitude is set to use radar guidance. is shown with the closest rounding value to multiple multiples of 50 m or 100 ft;
b) The guiding auxiliary means in accordance with the flight paths, including: the name of the means of expression in the form of a distinct language; the identification of the devices; the frequency; the geographical coordinates of the devices expressed in degrees, minutes, seconds; for DME, part of the device. manifold that includes both the signal channel and the high level of the antenna must be shown with precision to the nearest 30m;
c) The code name of the key points is not marked by the location of the navigation auxiliary devices; the geographical coordinates of these points in the form of degrees, minutes, seconds; the method compared to the auxiliary device referenced in form, minute, second (degree). exactly 0.1 seconds); the range from the auxiliary device referenced with a corresponding accuracy with 0.2 km (0.1 NM);
d) The waiting zones;
The height of the transition;
e) The location and altitude of near-adjacent obstacles violates the obstacle recognition surface. The breach of the breach and proximity to the surface of the obstacle identification surface but is not considered in relation to the rising slope being published must be expressed by a specific note;
g) The speed limit in the area (if applicable);
h) The mandatory reporting points, the report on request;
i) The radio communication method, including: the name of the ATS supply base; contact frequency; request for a landing machine installation.
Item 2
APPROACH MAP
Provides the steering of the information to facilitate the following stages of a flight using the device:
1. The transition between the stage and the approach to an airport.
2. The transition between the takeoff stage or the near-flight phase and the phase on the flight path.
3. When flying through areas with a complex area structure or air traffic.
4. These functions can be met with a separate scheme or leave on the flight path scheme.
1. The approach area diagram must be prepared when the air traffic is not saved or the requirements of the report are complex and are not suitable for showing on the map of the air road system.
2. The case of unsaved flights or requests for location reporting has differences in the arrival phase, the departure stage, and cannot be shown explicitly on a diagram that must provide with separate separation schemes.
1. The range of each diagram must extend to the points of the departing routes and the flights to.
2. The diagram must be presented in a specific rate. The size of the ratio must be expressed in the schemes and presented in proportion.
1. The lines of the line, the latitude must be shown with the appropriate distance.
2. The split marks must be read appropriately by the line of distance dividing the line and the latitude.
The scheme must be identified by the name of the described area and one of the following names: the name of the space service provider, the name of the city or the largest town in the area covered in the city's schemas or the name of the city where the airport is located. Where there is more than one airport in the city or town, it is necessary to add the name of the airport to which the navigation methods were built for that airport.
What? 85. The current way of expression and terrain notes
The roads of all extended waters, large lakes and rivers have to be generalized unless there is conflict with other data required for the use of the scheme.
The average deviation in the area of the range of the diagram must be indicated to the unit row of the value according to the angular measurement system and the most closely rounded.
1. The point, the trail and exit-go-the right direction in the direction, except for the regulation of these two things. When the method and trail are provided with the addition of true values for the RNAV stages, they must be expressed in parentheses to 0.1 degrees and are rounded the nearest round.
2. Must be only clear when the means, the trail or exit-go-the antennas are referenced in either the North real or the northern direction in the coordinate grid. When the north-bound grid is used, the reference grid business must be specified.
1. Airport: all airports that have an impact on the access area routes must be indicated. The CHC road framework symbol must be used accordingly.
2. The restricted area, restricted area and dangerous areas: prohibited areas, restricted areas and dangerous areas must be described along with identification and bounds of vertical alignment.
3. Regional Minimum Height: Regional minimum heights must be indicated in the quadrilateral, even latitude.
4. The flight operating system must show the components of the related flight operating system, these components include:
a) The inline-guiding auxiliary vehicles associated with the flight operating system include name, identification, frequency, geographic coordinates in degrees, minutes, seconds;
b) For the DME medium, the height addition of the broadcast antenna is rounded up to 30 m (100 ft);
c) The access to the access zone is required for flight operations, flying to and waiting for;
d) The horizontal limits, the height of the heavenly settings and the classification of the sky;
) The type of navigation feature includes any restrictions (if any); or any other.
e) The waiting areas and access routes including the carrier name, the trail is rounded to the unit along each stage of the air line and the approaches to the approach are shown;
g) All of the key points that identify the approaching area routes and are not marked by the location of the radio navigation vehicle, including the encrypted name, geographic coordinates in the unit level, minutes and seconds;
h) For the routing routes that determine the area navigation routes under the VOR/DME system, need additional:
-Identification of the media and radio frequency of the reference VOR/DME system;
-The nearest rounded mode to the tenth of the unit of kilometers or the tenth of the nautical unit from the VOR/DME system reference, if the point is not in the same location as the VOR/DME system.
i) The name of all the required and required reporting points;
l) The distances of kilometers or nautical miles are rounded up to the unit between the critical points that determine the turning points or the reporting points;
l) For the exchange points located on the stages of the flight route determined based on the range of VOR, must indicate distance from the unit of kilometers or nautical mile distance navigation;
m) The minimum heights on the flight path and the minimum barrier heights of the unsaved flight paths are the closest rounded to the multiples of 50 m or to the multiples of 100 ft;
n) The maximum multiplated leads have set up in the metric unit and are rounded up closest to the multiples of 50 m or to the multiples of 100 ft;
o) The rate of speed in the region and the restrictions on high levels, altitude (if available);
p) The communication media is listed along with the frequency channels and login address if applied;
q) The sign of the critical gravity points.
Section 3
MAP METHOD TO STANDARD USE DEVICE
Provide the driver of the information to make the flight in accordance with the standard equipment starting from the long flight stage to the approaching stage for landing.
The diagram of the standard by device (STAR) must be built and published for every airport that establishes the standard method by equipment and in the case where relevant information is not fully expressed in the scheme. Airport area.
1. The scope of the diagram must be sufficient to determine from the end point of the long flight stage to the starting point of the approach stage.
2. The diagram must be presented in a specific rate. The size of the ratio must be expressed in the schemes and presented in proportion.
3. When you ca n' t present the rate, the diagram must be explicitly noted by the phrase "NOT IN PROPORTION".
1. The projection must ensure the use of the right lines close to the large circle.
2. When the diagram is shown in proportion, the lines of latitude and the line must be shown in accordance with appropriate distances.
3. The divided signs must be shown in accordance with the lines showing the distances.
The scheme must secure identification by the name of the city or airport, the name of the airport and the identification of the standard to the standard established in accordance with the ICAO rules.
What? 94. The expression and the geography notes
1. The case of schemin is shown in proportion, the borders of the coast, the waters of water, large lakes, rivers must be shown on the diagram unless these information affects the information that functions more important to the diagram.
2. The diagram that needs to be built in proportion and all of the outstanding topographic morphology is more than 300 m (1000 ft) above the airport level that must be shown in the form of a high-value sugar that is accompanied and printed in light brown. High levels include the highest points located in the lines that must be printed in black. Obstacles must also be shown on the diagram.
3. The next line is higher than the 300 m (1000 ft) high above the airport level in the original topographic scheme selected to start showing color for classes.
The magnetic deviation used to determine the directions, the trail and the exit-the antenna must be shown by the nearest unit.
1. The point, the trail and exit-the antenna must be shown in the direction.
2. When the diagram shows the method, the trail and exit-go-the antenna in the form of the North real or the northern direction in the coordinate grid, the information must be clearly confirmed.
1. Airport:
a) The airport landing must be expressed in the form of the CHC road;
b) All airports that affect the standard to the standard by the relevant device must be shown and identified. In the possible case, these airports should be shown in the form of the CHC road.
2. Flying areas, flight restrictions and dangers: flight areas, flight restrictions, and danger may affect the implementation of the methods that must be expressed with full identification information accompanied by a high degree limit value.
3. The minimum height according to the subsection:
a) The minimum heights under the subsection are established based on the basis of the appropriate path-driven auxiliary vehicle with the method must be explicitly expressed as the indicators apply to the relevant division;
b) In the event that the minimum heights in the subsection are not established, the diagram is built according to the ratio and the minimum safety heights in the area must be expressed in the quadrilateral defined by the lines of latitude and the line. The minimum elevations in the area must also be shown in the sections of the diagram that are not within the regulation range for the minimum altitude according to the subsection.
4. ATS Service Provider System
The components of the appropriate ATS service provider system are set to be shown on the diagram. The components shown include:
a) The chart describes each method of departure by the device including: the destination designation; the key points that determine the flight path; the trail or out-go-go with the correct value to the nearest unit to each segment of the flight path; the range value between points. weighing up to the nearest kilometre or NM; the minimum flying altitude along the flight path or the necessary flight sections of the method with the closest rounded value to multiple multiples of 50 m or 100 ft, high altitude restrictions (if available); with diagonated schemes. show the ratio and is given the method of leading the radar departure by radar, the minimum heights are set to use radar guidance. must be shown clearly with the nearest rounded value to multiple multiples of 50 m or 100 ft;
b) The navigation auxiliary devices are consistent with the flight paths, including: the name of the devices manifold in the form; frequency; identification of the devices; the geographical coordinates of the devices are expressed in degrees, minutes, seconds; for DME, the presence part of the device. including the signal channel and the high level of the antenna must be shown with the nearest 30 m accuracy;
c) The code name of the key points is not marked by the location of the lead auxiliary devices; the geographical coordinates of these points in the form of degrees, minutes, seconds; the method relative to the auxiliary vehicle is referenced in form, minute, second (degree). exactly 0.1 seconds); the range from the auxiliary vehicle is referenced with a corresponding accuracy of 0.2 km;
d) The waiting zones;
The height of the transition;
e) Limit the speed in the area (if applicable);
g) All mandatory reporting points, inquiries at the request;
h) The radio contact method, including: the name of the basis of the ATS service provider; contact frequency; request for a landing machine installation.
Section 4
MAP APPROACHES USING DEVICE
This diagram provides the driver of the information to make the flight in an approach to the device which is approved to the standard CMC line that includes both the deficit approach and the waiting zones.
1. Preliminary approach to the use of the device (IAP) must be built and announced for the airport to have civilian flight operations.
2. The separate approach method must be built and published for each of the correct approaches.
3. A separate approach method must be built and published for each simple approach.
4. When there is a difference of values (figures) about the flight trail, time or altitude (except the numbers associated with the final approach stage) set up for different types of flying boats and the listing of these differences in the same scheme that makes the scheme become available. Trouble, easily confused, the method has to be published on a variety of schemes.
5. The approach plan must be modified when important information is associated with the flight operation safety.
1. The scope of the scheme must cover the entire stages of the approach method using the equipment and the additional areas required.
2. The ratio of the chosen scheme must ensure the optimal, clear and consistent with:
a) The method is shown on the diagram;
b) The size of the presentation.
3. The rate index must be specified:
a) When it is not possible to determine the proportional index, a 20-kilometer (10 NM) radius ring from the station DME is installed on or near the airport or from the airport ' s point of reference to the absence of the DME must be shown on the diagram. The radius of this circle must be well defined on the circumference of the circle;
b) The ratio of the range must be expressed immediately under the vertical presentation section.
What? 101. Format and projection
1. Format: the paper gauge size used to present is A4 or A5.
2. projection:
a) The projection must ensure the use of the right straight lines with the large circle;
b) The dividing signs must be expressed in accordance with the lines showing the distances.
1. The scheme must secure identification by the name of the province, the central city or the airport with the airport, the name of the airport and the identification of the approaches to the use of the equipment established in accordance with the ICAO rules.
2. The identification name of the approaches to the device must be established by the staff design personnel.
What? 103. How to show and document notes
1. The appropriate information regarding the safe implementation of the approach by the device including the deficit approach, the waiting zones, the established eye-moving modal method must be shown correctly on how and where the records are used. No, no, no. In case of necessity, the terrain notes should be named to facilitate the recognition of these information and to ensure minimum descriptions of the land on land, large lakes and rivers.
2. The striking features of high levels in the area must be shown in the most appropriate way. In the terrain areas there is a height difference above 1200 m (4000 ft) above the airport level within the 11 km (6 NM) range from the airport's point of reference, when the final phase of the airport, the near-slope phase is greater than the optimal slope. Ranging from terrain conditions, the differences over 150 m (400 ft) above the airport level must be expressed by the average line. The lines and values must be shown in brown. High point marks include both the highest level of points in the top-level lines that must be shown in black.
3. In the case of the terrain features there is a difference in the lower than the specified index at paragraph 2 This, all differences above 150 m (400 feet) above the airport level must be expressed by the average line. The lines and values must be shown in brown. High point marks include both the highest level of points in the top-level lines that must be shown in black.
4. The next line is higher than the height of 150 m (400 sets) above the airport level in the original topographic scheme selected to start showing color for classes.
1. The magnetic deflation must be shown in the diagram.
2. The magnetic deviation value is determined to the nearest unit that must be consistent with the use to determine the method, the trail, and out-to-go.
What? 105. The way, the trail and the air.
1. The point, the trail and the go-the antenna must be shown based on the direction.
2. When the diagram shows the method, the trail and exit-go-in the form of the North real or north-oriented form, the information must be shown on the diagram.
1. Airport:
a) All airports with a distinct feature must be shown on the diagram by the proper symbol. The airport is not used for commercial activities that must be identified as an unusable airport;
b) The CHC road morphology must be shown clearly at the rate large enough to indicate:
-The airport is built.
-airports that affect the model of air traffic or are located in a position that may be confusing to the airport intended to land in bad weather conditions.
c) The high level of the airport must be expressed at the recognizable location in the diagram with the accuracy to the metre or the nearest order.
2. The obstacles:
a) be shown on the map in the horizontal plane;
b) identified as a high definition factor, the height of the obstacle course must be received;
c) The high level of the highest obstacle must be rounded up to the nearest metre unit or order;
d) The height of the obstacles compared to a medium sea level difference (such as the airport high) must be shown in the form to in parentheses;
In case the height of the obstacle relative to a mean sea level is shown, the airport high must be selected as a reference point except for the case of the CHC road that uses a higher-level device that is lower than the pitch. 2 m (07 ft). In this case, the top level of the CHC Street shelf is associated with the method must be selected as the reference mark;
e) The choice point must be shown prominently in the diagram;
g) The scheme must ensure information about the airport being not set up with no obstacles to the first-level precision approach (Cat I).
3. Flying areas, restricted areas and areas of danger that affect the process of execution must be shown on the diagram including identification and limitations on altitude.
4. communications device, navigation:
a) The diagram must show all the means of supporting the path necessary for the methods with the frequency information, identification of the characteristics that define the accompanying trail. In the case of the method that there is more than one vehicle positioned on the final approach, the vehicle used to provide guidance information for the final phase of the deadline must be explicitly identified. In addition, auxiliary vehicles not used for the method should be considered removed from the approach scheme.
b) The diagram must show the full position and both the identification of the last point of access points (FAF) or the final approach in the use of ILS equipment;
c) The final approach (FAF) or the last point of access in the ILS method needs to be identified by geographic coordinates in degrees, minutes, seconds;
d) The guiding auxiliary means used in the expected airport travel methods (if any) also needs to be shown and indicated in the diagram accompanying the necessary information about the specification of the trail;
The scheme must show information about radio frequency communications, the name of the relevant basis required for the implementation of the method;
e) The diagram must be able to express the information about the distance (as of the nearest km or NM) from the airport to the guiding auxiliary vehicles associated with the final approach stage. The location of the airport relative to the location of the device also needs to be shown to the nearest unit when there is no information about flight identification support.
5. The minimum elevation according to regional or high altitude flying to the middle area must be shown accompanied by the relevant indicators applied due to the established authority.
6. Show the trails of the
a) The horizontal plane image of the diagram must be presented in the form of the following definition of the following information:
-The plane of the equation with a bow-pointing arrow.
-The trail of the near-stroke with an arrow.
-Other tracks need to be supplemated with arrows with arrows.
-The point of value, the trail and the antennas are shown by the nearest unit. The range values are expressed to 0.2 km or 0.1 NM. The time values required for the implementation of the method;
-The magnetic field value of the airport relative to the guiding auxiliary means associated with the final approach phase is shown by the nearest unit when there is no support for the trail;
-The boundary line of the division is not allowed to implement the eye-moving method (circled);
-The waiting zones and altitude are suitable for the approach and approach of the deficit;
-The necessary notes must be shown prominently on the diagram.
b) The horizontal plane image of the diagram must show the distance from the guiding auxiliary vehicle in relation to the deficit approaching stage to the airport;
c) The vertical plane with the vertical plane must be shown just below the horizontal surface of the horizontal surface with the following data:
-The airport is represented by a solid mass at the airport level;
-Scout stages of the approach with an arrow that identifies the direction of flight;
-A direct approach with a shear stroke with an arrow and with a description of the method;
-The direction of the other additional stages by punctated dots;
-The point of value, the trail and the antennas are shown by the nearest unit. The range values are expressed to 0.2 km or 0.1 NM. The time values required for the implementation of the method;
-The high altitude, the required height of the modal method includes both the transition and altitude height, the method height (if established);
-Limit the distance of the procedure loop (Procedure turn) as of the nearest unit of km or NM;
-The mid-point approach on the method in the event is not allowed to execute the flight dimension changes;
-The horizontal line extending the entire width of the diagram shows the high level of the airport or the top level of the CHC road shelf suitable for the size due to the distance from the rate started from the head of the CHC road.
-The height of the method must be referenced to the original origin at the point, paragraph 2 This and be shown in parentheses;
The image expressed in vertical direction must include either the shape of the ground terrain or height description, the minimum height as follows:
-The shape of the shape of the ground with a sharp edge showing the highest level of prominence in the main area (primary area) of the approaching stage. The most prominent position in the secondary area of the secondary area is represented by a sharp or high definition, height in the middle approach, the final approach must be shown in the polished box.
-To describe the shape of the ground terrain, the main area drawings (primary area) and sub-area (secondary area) in the late approach must be provided by the method of flying the method of flying to the map staff;
-A description of altitude, height in the diagram is used to describe the approach with the final approach point.
7. The airport ' s minimum mining standard
a) The minimum mining standard of the airport must be shown in the diagram or issued with the diagram;
b) The height, height of the obstacle to the flying boats used to design the method must be shown in the diagram.
8. Additional information
a) When the deficit approach is determined by distance than the final approach point or an auxiliary vehicle, or a point of corresponding milestones with the distance from the last point of approach, the diagram must show the range of data to a value of 0.2. kilometer or 0.1 NM and one by the velocity and time of flight from the last point of approach to the deficit approach;
b) The diagram must be able to show a high level of metrics, the height corresponding to every 2 km or 01 NM when the method has the use of DME in the final approach stage. The metric table does not include the corresponding distance information with a lower elevation of OCA/H;
c) The high degree information table, the height should be accompanied to provide additional information on the non-use DME method during the last period but has the range information of an appropriate DME device;
d) The scheme must be expressed by information about the rate of low-level decrease in relation;
For simple approaches to the final approach point, the scheme must show information about the low-end phase approach in parentheses, a low-level low angle with a precision value of the least 0.1 degrees.
e) For the approach and approach method provides instructions on altitude, the number of reference height is rounded up to 0.5 m (set) and the line/high/high/high level/angle above the 0.1 angle must be specified;
g) In the case of the final approach identified as the final approach of the ILS method, it is necessary to detail this point applied to the ILS or for the ILS that the method only uses only (localizer) or both;
h) There is a note on the diagram if the angle/low reduction rate of the final approach to each type of device approaches by the device exceeds the maximum value specified in ICAO Doc 8168.
9. Request for air data: the appropriate data support for the guide data encoding must be published as specified in the ICAO Doc 8168.
Section 5
EYE CONTACT WITH EYE CONTACT
Providing the steering of the information to perform the transfer of the flight from the long flight stage, a low-altitude reduction to the stages using eye contact with the landing approach down the intended CHC line.
The eye-to-eye approach scheme is built and published for every airport that operates international civil, civil, and domestic, as follows:
1. The guarantee of auxiliary means of navigation at a limited level or does not guarantee radio contact; the airport does not have the appropriate aviation scheme and is offered only a 1: 500000 or larger type diagram.
2. There is a set of eyesight approaches.
1. The ratio of the scheme must be large enough to allow the description of key characteristics and airport indicators.
2. The ratio of the diagram is not less than 1: 500000 and encourages the use of 1:250000 and 1:200000.
3. The eye-to-eye approach must be shown in proportion equal to the rate of the device ' s approach to the previously established device (if any).
What? 110. Format and projection
1. Format: The size of the paper gauge used to present is A4.
2. projection:
a) The projection must ensure the use of the right straight lines with the large circle;
b) The dividing signs must be expressed in accordance with the lines showing the distances.
The scheme must be secured by the name of the city or airport with the airport and the name of the airport.
Natural topographic features and the terrain must be shown on the diagram, including:
1. The geographic location name is shown only when necessary to avoid confusion.
2. Seashore roads, lakes, rivers, streams need to be shown.
3. The striking topographic features need to be shown in a way that is best suited to the characteristics of high levels and obstacles within the diagram range.
4. The drawings associated with different levels of reference must be shown in apparent differences in the expression.
The magnetic deviation must be shown in the diagram.
What? 114. The way, the trail and the air.
1. The point, the trail and the go-go-the antenna needs to be shown based on the direction.
2. When the diagram shows the method, the trail and exit-go-the antenna in the form of the North real or the northern direction in the coordinate grid, the information must be clearly confirmed.
1. Airport:
a) All airports must be shown in accordance with the form of the CHC road. The restrictions on landing use must be detailed. The diagram must make sure that the two airports are adjacent to avoid all the risk of confusion. The airport not used must be specified as not used;
b) The airport level must be shown in a prominent position in the diagram.
2.
a) The obstacles must be expressed with the identification sign;
b) The high level of the summit of obstacles must be expressed by the value of rounding up the metric unit of meters or the nearest order;
c) The height of the obstacle relative to the airport high must be shown;
d) The height of the obstacles compared to a mean sea level of sea level needs to be shown in the form to be in parentheses.
3. Flying areas, restricted areas, and dangerous areas must be shown on the diagram including identification and restrictions on altitude.
4. The area of the sky is designated: the area of control and the airport loop area must be described accompanied by information about the altitude limits and the corresponding type of sky.
5. Eye access information:
a) The eye-to-eye approach must be shown on the diagram, in case applicable;
b) The eye-guided means of the eye must be shown;
c) The scheme must ensure the presence of the information: location and type of the eye-to-eye-access glide system with a design-based approach, the minimum observed height over the head of the CHC line on the standard line, when the axis of the system The lamp is not parallel to the CHC axis, the need to provide the right angle and direction (right or left).
6. Additional information:
a) The auxiliary vehicles leading the route, frequency, and identification of the radio-leading auxiliary vehicles must be shown in the diagram;
b) The radio communications and communications frequencies must be shown in the diagram.
Section 6
UNSAVED SURVEILLANCE MINIMUM HEIGHT
1. Provide information that helps the driver to follow and cross-check the heights set by the unsaved control officer using the air traffic monitoring system.
2. The diagram used for the purpose of cross-examination of the heights is set during the time the carrier has been identified as having to be shown prominently on the diagram.
The minimum-altitude scheme of non-circulation monitoring must be established when the method of leading the use of unsaved monitoring system is applied and the minimum guidance is not fully presented on the access zone schemes, SED, STAR.
1. The scope of the diagram must match the scope of the data related to the hosting service using the unsaved surveillance system.
2. The diagram must be drawn in proportion.
1. The angular cap projection is used.
2. The dividing line and the value must be indicated along the respective lines of the line and the corresponding latitude.
The diagram must be identified by the name of the airport in which the guiding methods are established for that airport. When the methods of guiding apply to many airports, the name of the sun is indicated.
What? 121. How to show and document notes
1. The basic water edge of the waters lies within the scope of the diagram, large lakes and rivers must be expressed unless they conflict with other necessary data that meets the functions of the diagram.
2. The peak levels of the critical terrain and of the obstacle course must be indicated.
The average deviation from the average in the area of the range of the diagram must be indicated to the nearest unit.
What? 123. The way, the trail and the air.
1. The point, the trail and the go-go-go is the direction.
2. Need to specify when the means, the trail or exit-go-the antennas are referenced in the North real or north direction. When the north-bound grid is used, the reference grid path must be specified.
1. Airport:
a) All airports that have an impact on the routes in the area of access must be indicated. The CHC road framework icon must be used accordingly;
b) The high level of the airport must be shown and rounded up to the nearest unit of meters or order.
2. The restricted area, flight restricted area, and hazardous area must be described along with identification.
3. The flight executive service system must show the components of the related flight operating system service system, these components include:
a) The vehicles guide to the related and identification lines;
b) The horizontal limit of the region is relevant;
c) The key points in relation to the standard departure methods use the device and the method to;
d) High transitions;
Information related to the guide, including:
-The heights lead the closest rounding to multiple multiples of 50 m or 100 sets and are clearly identified;
-The horizontal limits of the minimum conducer conducer altitude according to the normal partition are determined by the means and the ra-go-up/from the radio-driven auxiliary devices that are rounded up closest to the degree or geographic coordinates in degrees, minutes, seconds, and displayed. In bold lines, there is a distinct distinction between the established subsections.
-The conceit circle has a distance of 20 km or 10 km when it is needed, denuated by debris lines along with the radius value placed on the perimeter and the center of the airport ' s main VOR station or airport reference point/airport. -
-Note regarding the correction due to the effect of low temperature (if available).
e) The communication methods include the name and communication channel of the relevant unsaved bodies.
Chapter 6
MAP, MAP GUIDE.
Item 1
MAP OF AIR SYSTEMS
Provides the flight of information to facilitate navigation in accordance with the ATS airways in accordance with the ATS method.
1. The road system scheme is not issued for the areas established by the flight notification zone.
2. In Hanoi and Ho Chi Minh, the ATS airways require a location report or the horizontal limits of the flight intelligence regions or of the control areas located in different regional segments of the unexpressed space on the ground. The same diagram, the same diagram, has to separate the various schemes.
1. Must ensure the consistency of the ratio between contigual contigual schemes and denoscale of an air line system.
2. The adjacent area between the diagoners must be repeated to ensure continuity of navigation.
1. The lines of the line, the latitude must be indicated with a gap that is consistent with the diagram ratio.
2. The split marks must be appropriately arranged along the dividing line of distance, latitude.
The diagram must be taken by the number of schmels and diagoners.
1. The preliminary case is shown in proportion, the borders of the coast, the region of water, large lakes, rivers must be shown on the diagram, unless these information affects more important information on the diagram.
2. In each of the quadrilateral regions formated by the lines of latitude and longitude, the regional minimum value of the area must be indicated.
3. When the diagoners are not oriented in the direction of the North, the direction in which the orientation is used must be specified.
When possible, the magnetic field lines must be expressed with the information of the date, month of publication.
What? 132. The way, the trail and the air.
1. The point, the trail and exit-go-the antenna should be shown in the direction (minus the regulation at paragraph 2 of this). As the method and trail are provided with additional practical values for the regional stage, they must be expressed in parentheses to 0.1 degrees and rounded to the nearest value.
2. Must be only clear when the means, the trail or exit-go-the antennas are referenced in either the North real or the northern direction in the coordinate grid. When the north-bound grid is used, the reference grid business must be determined.
1. Airport: must show all the airports used for international civil aviation operations and have the approach to use of equipment.
2. The restricted area, flight restricted area, and dangerous area must be described along with the vertical identification and limitation.
3. The flight executive service system must show the components of the related flight operating system service system, these components include:
a) The radio navigation devices associated with flight operating systems include name, identification, frequency, geographic coordinates, minutes, seconds of those vehicles;
b) For the DME device, the high level addition of the broadcast antenna is rounded up to 30m (100 ft);
c) The sign of the area of the sky has been specified, including the horizontal and high limits and the type of the right area of the sky;
d) All ATS airways use for long-haul flights, including the flight name, the most rounded down direction to the unit on both directions by each segment of the ATS flight path and define the lead guide including both the constraint and direction of the air flow. when established;
The critical points identify the ATS airways and are not determined by the location of the navigation device, along with the encrypted name and geographic coordinates in degrees, minutes, seconds;
e) For the identification of the routes that guide the area according to the VOR/DME, additional needs are added:
-VOR/DME radio radio frequency identification and frequency are used for reference;
-The mode is rounded up to 0.1 degrees and the distance is rounded up to 200 m from the VOR/DME radio reference if the point is not in the same location as that medium.
g) The mandatory reporting points, as required and unsaved reporting points/meteorology;
h) The distances are rounded up to kilometers or NM between the key points that specify the turning points or the reporting points;
i) For the exchange points that are located on the flight routes determined based on the range of the VOR station, point must indicate the units of kilometers or NM how to guide the radio route;
n) The minimum heights on the flight path and the minimum barrier heights of the unsaved flight paths rounded up the nearest number to multiple multiples of 50 m or 100 ft;
l) communications with frequency and login address, if applicable;
m) Room identification areas have been identified.
4. Additional information
a) The details of the departing routes, flying to and related areas in the adjacent areas, unless they have been indicated on the access area diagram, the standard launch scheme using the device (SID), the scheme to the standard of using the equipment and equipment. (STAR);
b) When it has been established, the high-pressure areas must be expressed and identified.
Item 2
THE WORLD ' S AIR MAP IS 1:1000000
Provide information response requests with an eye.
The 1:1000000 world air map must be established by the resolution of the 1:1000000 map of the ICAO.
1. The ratio of the degree in unit km and the nautical mile is arranged in order of kilometers, nautical miles. The original point is that the zero overlap in the vertical direction must be indicated on the margins of the map.
2. The proportional conversion scale must be indicated on the margins of the map.
1. The projection must be expressed as follows:
a) Between the equator and the equator 80 degrees (80 °): the projection of the angular cap (the Lambert projection);
b) Between the latitude of 80 degrees (80 °) and 90 degrees (90 °): the polar projection at the poles of the Earth is consistent with the ratio of the angular cap at the latitude of 80 °.
2. The projection grid and the unit on the map frame must be expressed as follows:
a)
| The parallel. |
Distance between the lines |
The digital unit is on the line. |
| From 0 ° to 72 ° |
30 minutes. |
1 min |
| From 72 ° to 84 ° |
30 minutes. |
05 minutes |
| From 84 ° to 89 ° |
30 minutes. |
01 ° |
| From 89 to 90 ° |
30 minutes. |
05 ° For the lines of latitude from latitude 72 ° to 89 ° |
b)
| The parallel. |
Distance between the lines |
The digital unit is on the line. |
| From 0 ° to 52 ° |
30 minutes. |
1 min |
| From 52 ° to 72 ° |
30 minutes. |
1 min For an even numbered line of lines |
| From 72 ° to 84 ° |
01 " |
1 min |
| From 84 ° to 89 ° |
05 " |
1 min |
| From 89 to 90 ° |
15 " |
1 min For every four lines |
3. The unit count on the frame is indicated at about 01 minutes and 05 minutes must be extended away from the original business and from the equator. Each 10-minute distance must be expressed on both margins of the projection grid.
4. All of the line and latitude lines are indicated to note the number on the frame of that map. Each line of the line on the map must be numbered in a manner that is easily recognizable when the map is reclated.
5. The name and the basic parameters of the projection must be placed on the margins.
The number of maps must be prescribed at Appendix VI accompanied by this message.
1. Urban areas: cities, towns and villages must be expressed by selecting places that are associated with eye-guided navigation.
2. Rail: all railway lines identified as the destination must be indicated.
3. Highway and asphalt: the highway system and the asphalt must be fully indicated and detailed.
4. Locals such as bridges, power lines, telephone lines, cable lines, mines, wind turbines, military bases, cliffs, sand dunes floating on the ground, dikes, lighthouse, beacon lamps signaling to ships must be considered level of view. It ' s important for eye-to-eye reference.
5. The border line: the national border line must be indicated. Definite borders and undefined borders will be noted for different types of boundaries.
6. Water: all the characteristics of the water match the proportions of the map, such as coastlines, rivers, lakes, streams, saltwater lakes, and ice sheets also have to show.
7. The average path: the line and the value of the air lines must be indicated. The selection of the air lines complied with the regulation of the map and explicitly describes the differences of the terrain in the navigation of the air;
8. High-level scale: The high level scale is indicated by the order of the order of magnitude; the ratio of the high level scale must be indicated and placed on the margins of the map.
9. High definition marker:
a) The high definition marker must be expressed by choice of important points. The high definition point is always determined at the highest location than the vicinity and points to the peak of the obstacle. The height of the valley and of the lake surface that affects the extraction of the aircraft must also be indicated. The location of each of the heights selected indicated by the dot;
b) The height (degree of meter) of the highest point on the map, its geographical location is rounded up to the 5-minute value must be indicated on the map margins.
10. The terrain area is incomplete or untrustworthy:
a) The areas that are not measured, no information about the altitude of the average must be noted as "the incomplete terrain area";
b) The map with a high point in the untrustworthy area will have to have a recognizable warning on the map in the color used for the aviation information as follows: " Warning-the reliability of the topographic information on the map, the diagram is uncertain and the accuracy. It should be used with caution. "
11. The plant area needs to be expressed. The areas near the limits of the North Pole or the South Pole have the growth of the tree which must be indicated by a black-color fault line and have a suitable symbol.
12. The latest publication date must be shown on the hinges.
13. Title and fringe notes must follow the English or Vietnamese language.
14. Information showing the number of the next piece and the measurement unit is expressed as high and placed in visible locations when the map is folded.
1. The magnetic lines must be shown.
2. The date, the month of the magnetic field information must be shown on the hinges.
1. The aviation data needs to be maintained at a suitable minimum level using the map for eye navigation and the following reprints.
2. Airport:
a) The name of the airport and the helicopter airport. The names of the airports are not overlapping and preferred for which names with the air data are not more important;
b) The airport high, the lamp system, the CHC road surface type and the length of the longest CHC line must be expressed as specified in Annex 2 issued by this message;
c) The airports that are not used must show signs of recognition of the status of the airport.
3. The obstacle is determined to be of importance to eye reference such as power lines, suspension lines, wind turbines must be indicated.
4. The restricted area, flight restricted area, and hazardous area must be indicated.
5. ATS System: The key components of the ATS system include the control zone, the control area, the flight intelligence zone, and other areas that must be expressed along with the appropriate space classification;
6. The navigation device: the navigation device must be expressed by the appropriate icons and names, but does not include the frequency, coding, operating frequency, and other characters unless a few or all of those information is updated by the publication of the first edition. The latest on the map.
7. Additional information:
a) The ground air air lamps along with their properties or recognition or both also need to be expressed;
b) The floating sea lights on the coast or independent objects visible at a distance of no less than 28 km must also be indicated in places that are easy to distinguish from other sea lamps with higher capacity in the region or easily differentiated the types of sea lamps. Or other types of lights in the area of the coastal cities or in places with only important lights.
Section 3
THE AIR MAP IS 1:500,000.
Provision of information response requests by eye-to-eye navigation for flight speed delays, short range operations, mid-range and low altitude or medium altitude.
An aviation map of 1: 500,000 must be established by the regulation of the 1: 500000 map of the ICAO.
1. The ratio of the degree in unit km and the nautical mile is arranged in order of kilometers, nautical miles. The original point is that the number 0 overlapped by the vertical equation must be indicated on the margins of the map; the rate of conversion rates must be indicated on the margins of the map.
2. Title and current comments on the right side are in English or Vietnamese. The digital display of the contigeal map and measurement unit is used to indicate high levels and must be placed in recognizable locations when the map is folded.
1. The angular projection must be used.
2. The distance between the lines of the line and the line is shown 30 minutes apart.
3. The split on the map frame must be shown at a distance of 01 minutes along the line of the line and the latitude is stretched out from the original line and the equator. Every 10 minutes will be marked by a longer line on both sides of the projection grid.
4. All the lines on the line and the latitude are numbered according to the number of records on the map of the map.
5. The name and the basic parameters of the projection must be indicated on the hinges.
Each piece of the map must be identified by the administrative center name or geographical area name.
It is based on regulation at Article 139 of this.
1. The magnetic lines must be shown.
2. The day, the month of the line information from being shown on the hinges.
It is done under Article 141 of this.
Section 4
SMALL-RATE GUIDE SCHEME
1. Serve as an aid tool that leads the drive for long-range flights at large altitudes.
2. Provide selective test points at the extended range for identification at the speed and high altitude of the carrier, responding to the requirement to locate the eye with the eye.
3. Allow the continuous reference to the ground for long-range flights on the area with no radio waves or other air navigation vehicles or when eye-eye navigation is more appropriate or become necessary.
4. Provide generalship sets for flight planning and marking the trail of long-range flights.
Small-rate navigation scheme must be established under the designation of the 11,000,000 000 plan of the ICAO.
1. The diagram ratio, shown from 1:2000000 to 1:5000000.
2. The diagram ratio, which is replaced by the "Small Rate" line.
3. The ratio of the degree in unit kilometers and nautical miles is arranged in the order of kilometers, nautical miles. With the original points being the number 0 overlap in the vertical direction that must be indicated on the margins of the diagram.
4. The proportional conversion scale must be indicated on the margins of the diagram.
1. Title and fringe notes must be expressed in English or Vietnamese.
Information showing the numbers and units of measurement is indicated high and must be placed in recognizable locations when the scheme is folded.
1. The angular projection must be used.
2. The name and the basic parameters of the projection are indicated on the margins of the diagram.
3. The distance between the lines of latitude is 1 degrees.
4. The dividing line on the parallel frame must be expressed in the appropriate stretches with the latitude and the proportions of the diagram.
5. The distance between the lines of the line is set against the distance between the lines of the line and the ratio of the diagram.
6. The dividing line on the line of the line must be indicated with a gap that does not exceed 5 minutes.
7. The split on the frame must be calculated from the shock line and the equator.
8. All the line and the latitude are numbered according to the number of records on the frame of the diagram.
9. All lines of the line and latitude are indicated to note the number on the frame of the diagram. The line of the line and the latitude need to be numbered on the diagram to be easily recognized when the scheme is folded.
It is based on regulation at Article 139 of this.
1. The magnetic lines must be shown.
2. The day, the month of the magnetic field information must be shown on the diagram margins.
1. Must signive the name of the airport on the ground, on the water and the helicopter airport. The airport names are not overlapping and preferred for those with the most important aviation data.
2. Obstacles: obstacles must be expressed.
3. The restricted area, flight restricted area, and hazardous area must be indicated.
4. ATS System: The key elements of the ATS system are expressed when viewed as important to the navigation of the flight;
5. The navigation device must be shown with the appropriate symbols and names.
Section 5
MAP MARKING FLIGHT-ICAO
Provide a means to maintain the recording of the carrier's location by various navigation methods and flight techniques using compass and compass navigation to maintain a specified flight path.
The map marking the trail needs to be ready in the territory of Vietnam. Areas beyond Vietnam may be provided with this type of map if possible.
The scope of a map marking the trail needs to cover the entire importance of a specified flight path. The map marking the trail can be used at a suitable rate but not less than the 1:7500000 ratio.
What? 161. Size and projection
1. The trail marking map is issued in accordance with the size that is consistent with the task needs of the guide expertise.
2. The lines and the lines must be displayed.
3. The dividing line and the value must be expressed in the lines of the line and the latitude corresponding to the gap that is consistent with the map ratio to minimize the internal method that meets the exact track marking.
Each piece of the map must be identified by the number of strings and pieces.
What? 163. How to show and document notes
1. The basic water edge of the waters is complete within the map range, wide lakes and rivers must be indicated.
2. The height marker of the terrain identified as a danger to the road lead is not indicated.
1. The magnetic lines are shown in the entire map page when it is possible.
2. The date of the line information from the word must be expressed.
The following aviation data must be indicated:
1. The names of airports that are often used for international air trade transport.
2. The navigation auxiliary stations are used to provide information that determines their location, name, and identification.
3. The chain of long-range electronic guidance subsidy devices, as required.
4. The boundary of the flight notification area, the control area and the control area required for the function of the diagram.
5. The required reporting point for the function of the diagram.
6. Seaports.
Section 6
ELECTRONIC MAPPING DEVICE-ICAO
The electronics chart device-ICAO with room-saving function in accordance with the provisions at the Sixth Convention of the United Nations Convention on the International Civil War (Annex 6), should be able to help the nest perform smoothly and timely the planning of planning. Flight paths, flight tracking, and navigation through the demonstration of the necessary information.
What? 167. Expression Information
The electronics chart device, ICAO, has to be able to express all the information about the terrain, information about the aviation response stipulated at the Convention 4 of the Convention on the International Civil War (Annex 4).
1. The service information for the expression is divided into the following categories:
a) Basic information: long-preserved information in the graph device, including the minimum information required for the implementation of a safe flight;
b) Other manifold information: is that information can be removed from the device or expressed individually according to the need, including the information that is said to be inimportant to the implementation of the safe flight.
2. The device must have an additional function in or remove other manifold information, but there is no possibility of deleting the underlying information.
3. The expression mode and the adjacent area:
a) The device must be able to mark the location of the carrier continuously in the actual mode of movement; the reset and initiing of adjacent areas must be made automatically;
b) The device must be able to vary by the schema area and the location of the carrier relative to the indicated edge of the device.
4. Rate: the device must be able to change the rate when the diagram is shown.
5. Icon: The symbols that are used must be consistent with the provisions at Annex II issued by this message. Other symbols may be used when showing other necessary elements but not by ICAO rules. In these cases, the electronic map symbols will be selected for use if:
a) Limit to the minimum level of use of lines, circular bows and colored carts;
b) No confusion with any of the symbols of the current aviation scheme;
c) Do not affect the readability of the device.
6. Hardware of the device:
a) The effectiveness of the effectiveness of the schema area must enable the performance of most types of regulation in this Smart, without the need for excessive display of the screen;
b) The device must be able to accurately denounce the elements prescribed at Annex II issued by this message;
c) The presentation method must ensure that the information is clearly expressed, easy to look at in the natural light conditions and the normal light light (artificial) in the cockpit;
d) The brightness of the device must allow to be adapted by the steering wheel.
What? 169. Provide and update data
1. The provision and updates of the data to use for the device must be consistent with the requirements for the aviation data quality system.
2. The existing device must have the ability to update existing data within the range that is automatically allowed and must be functional to ensure sure whether the data is allowed or the updates associated with those data are loaded into the device. Exactly.
3. The device must be able to accept updates for the most allowed multi-loaded data with simple methods for confirmation before the data is last accepted. Hand-loaded updates must be distinguished on the device for the permitted and updated data and do not affect the apparent expression.
4. The records must be saved for all updates, including: date, month, data loading time.
5. The device must allow the nest to display updates, whereby the nest can test the contents of the update and determine that they have been included in the system.
What? 170. Test for features, notifications and alarm alarms
1. The advisory and alarm function must be provided to carry out the examination of the functions of the device. In the case of failure, the test function must present information about which parts of the device are broken.
2. The device must have an alarm function or function denoking the incidents of the device.
To ensure that the guidance is safe in the event of the incident of the electronic schema manifold device, the preparation of the backup device must include:
1. The device has the ability to convert safety in order to ensure that there is no failure to fail in a serious situation;
2. The device meets a safety guidance requirement for the rest of the flight.
Chapter 7
EXECUTION CLAUSE
What? 172. Organization implemented
Vietnam Aviation Authority:
1. In charge of implementing this Information.
2. General and report the Department of Transportation to the issues of birth, entanging in the execution process for research, timely resolution.
What? 173. Effect and accountability
1. This message has been in effect since 30 March 2013.
2. Chief of Staff, Chief Inspector of the Department, Chief of Affairs, Director of the Vietnam Aviation Administration, Chief of the Agency, Organization and Personal Affairs are responsible for this private practice.
Minister. |
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(signed) |
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The La rose. |
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