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87 ms- §7-2-3AIM — FAA OPERATIONAL GUIDANCE
7-2-3 — Altimeter Errors
a. Manufacturing and installation specifications, along with 14 CFR part 43, Appendix E requirement for periodic tests and inspections, helps reduce mechanical, elastic, temperature, and installation errors. (See Instrument Flying Handbook.
- §7-3-1AIM — FAA OPERATIONAL GUIDANCE
7-3-1 — Effect of Cold Temperature on Barometric Altimeters
a. Temperature has an effect on the accuracy of barometric altimeters, indicated altitude, and true altitude. The standard temperature at sea level is 15 degrees Celsius (59 degrees Fahrenheit). The temperature gradient from sea level is mi
- §7-3-2AIM — FAA OPERATIONAL GUIDANCE
7-3-2 — Pre-Flight Planning for Cold Temperature Altimeter Errors
Flight planning into a CTA may be accomplished prior to flight. Use the predicted coldest temperature for plus or minus 1 hour of the estimated time of arrival and compare against the CTA published temperature. If the predicted temperature
- §7-3-3AIM — FAA OPERATIONAL GUIDANCE
7-3-3 — Effects of Cold Temperature on Baro-Vertical Navigation (VNAV) Vertical Guidance
Non-standard temperatures can result in a change to effective vertical paths and actual descent rates when using aircraft baro-VNAV equipment for vertical guidance on final approach segments. A lower than standard temperature will result in
- §7-3-4AIM — FAA OPERATIONAL GUIDANCE
7-3-4 — Cold Temperature Airports (CTA)
a. General: The FAA has determined that operating in cold temperatures has placed some 14 CFR part 97 instrument approach procedures in the United States National Airspace System at risk for loss of required obstacle clearance (ROC). An air
- §7-3-5AIM — FAA OPERATIONAL GUIDANCE
7-3-5 — Cold Temperature Airport Procedures
a. PILOTS MUST NOT MAKE AN ALTIMETER CHANGE to accomplish an altitude correction. Pilots must ensure that the altimeter is set to the current altimeter setting provided by ATC in accordance with 14 CFR §91.121. b. Actions on when and where
- §7-3-6AIM — FAA OPERATIONAL GUIDANCE
7-3-6 — Examples for Calculating Altitude Corrections on CTAs
All 14 CFR part 97 IAPs must be corrected at an airport. The following example provides the steps for correcting the different segments of an approach and will be applied to all 14 CFR part 97 IAPs: a. Missoula Intl (KMSO). Reported Temper
- §7-4-1AIM — FAA OPERATIONAL GUIDANCE
7-4-1 — General
a. Every aircraft generates wake turbulence while in flight. Wake turbulence is a function of an aircraft producing lift, resulting in the formation of two counter-rotating vortices trailing behind the aircraft. b. Wake turbulence from the
- §7-4-2AIM — FAA OPERATIONAL GUIDANCE
7-4-2 — Vortex Generation
a. The creation of a pressure differential over the wing surface generates lift. The lowest pressure occurs over the upper wing surface and the highest pressure under the wing. This pressure differential triggers the roll up of the airflow
- §7-4-3AIM — FAA OPERATIONAL GUIDANCE
7-4-3 — Vortex Strength
a. Weight, speed, wingspan, and shape of the generating aircraft's wing all govern the strength of the vortex. The vortex characteristics of any given aircraft can also be changed by extension of flaps or other wing configuring devices. How
- §7-4-4AIM — FAA OPERATIONAL GUIDANCE
7-4-4 — Vortex Behavior
a. Trailing vortices have certain behavioral characteristics which can help a pilot visualize the wake location and thereby take avoidance precautions. 1. An aircraft generates vortices from the moment it rotates on takeoff to touchdown,
- §7-4-5AIM — FAA OPERATIONAL GUIDANCE
7-4-5 — Operations Problem Areas
a. A wake turbulence encounter can range from negligible to catastrophic. The impact of the encounter depends on the weight, wingspan, size of the generating aircraft, distance from the generating aircraft, and point of vortex encounter. Th
- §7-4-6AIM — FAA OPERATIONAL GUIDANCE
7-4-6 — Vortex Avoidance Procedures
a. Under certain conditions, airport traffic controllers apply procedures for separating IFR aircraft. If a pilot accepts a clearance to visually follow a preceding aircraft, the pilot accepts responsibility for separation and wake turbulen
- §7-4-7AIM — FAA OPERATIONAL GUIDANCE
7-4-7 — Helicopters
In a slow hover taxi or stationary hover near the surface, helicopter main rotor(s) generate downwash producing high velocity outwash vortices to a distance approximately three times the diameter of the rotor. When rotor downwash hits the s
- §7-4-8AIM — FAA OPERATIONAL GUIDANCE
7-4-8 — Pilot Responsibility
a. Research and testing have been conducted, in addition to ongoing wake initiatives, in an attempt to mitigate the effects of wake turbulence. Pilots must exercise vigilance in situations where they are responsible for avoiding wake turbul
- §7-4-9AIM — FAA OPERATIONAL GUIDANCE
7-4-9 — Air Traffic Wake Turbulence Separations
a. Because of the possible effects of wake turbulence, controllers are required to apply no less than minimum required separation to all aircraft operating behind a Super or Heavy, and to Small aircraft operating behind a B757, when aircraf
- §7-5-1AIM — FAA OPERATIONAL GUIDANCE
7-5-1 — Migratory Bird Activity
a. Bird strike risk increases because of bird migration during the months of March through April, and August through November. b. The altitudes of migrating birds vary with winds aloft, weather fronts, terrain elevations, cloud conditions,
- §7-5-2AIM — FAA OPERATIONAL GUIDANCE
7-5-2 — Reducing Bird Strike Risks
a. The most serious strikes are those involving ingestion into an engine (turboprops and turbine jet engines) or windshield strikes. These strikes can result in emergency situations requiring prompt action by the pilot. b. Engine ingestions
- §7-5-3AIM — FAA OPERATIONAL GUIDANCE
7-5-3 — Reporting Bird Strikes
Pilots are urged to report any bird or other wildlife strike using FAA Form 5200-7, Bird/Other Wildlife Strike Report (Appendix 1). Additional forms are available at any FSS; at any FAA Regional Office or at https://www.faa.gov/airports/air
- §7-5-4AIM — FAA OPERATIONAL GUIDANCE
7-5-4 — Reporting Bird and Other Wildlife Activities
If you observe birds or other animals on or near the runway, request airport management to disperse the wildlife before taking off. Also contact the nearest FAA ARTCC, FSS, or tower (including non-Federal towers) regarding large flocks of b