Major fixes, update PCG

.obsidian/graph.json

@@ -1 +1 @@
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+{"collapse-filter":false,"search":"","showTags":false,"showAttachments":false,"hideUnresolved":false,"showOrphans":false,"collapse-color-groups":false,"colorGroups":[{"query":"path: AIM/","color":{"a":1,"rgb":3919471}},{"query":"path: Index.md","color":{"a":1,"rgb":14725458}}],"collapse-display":false,"showArrow":false,"textFadeMultiplier":0.2,"nodeSizeMultiplier":0.647647058823529,"lineSizeMultiplier":0.705294117647059,"collapse-forces":false,"centerStrength":0.4,"repelStrength":11.0588235294118,"linkStrength":1,"linkDistance":149,"scale":0.15980924840671182,"close":false}

AIM/01 Air Navigation/01 Navigation Aids.md

@@ -91,7 +91,7 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
 
         <em>**CAUTION-**</em>
 
-        <em> **No correction other than the correction card figures supplied by the manufacturer should be applied in making these VOR receiver checks.**</em>
+        <em> ****No correction other than the correction card figures supplied by the manufacturer should be applied in making these VOR receiver checks.****</em>
 
         </div>
     2.  Locations of airborne check points, ground check points and VOTs are published in the Chart Supplement U.S.
@@ -226,7 +226,7 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
 
         <em>**CAUTION-**</em>
 
-        <em> **Unless the aircraft's ILS equipment includes reverse** **sensing capability, when flying inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from off-course to on-course. This “flying away from the needle” is also required when flying outbound on the front course of the localizer. Do not use back course signals for approach unless a back course approach procedure is published for that particular runway and the approach is authorized by ATC.**</em>
+        <em> ****Unless the aircraft's ILS equipment includes reverse** **sensing capability, when flying inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from off-course to on-course. This “flying away from the needle” is also required when flying outbound on the front course of the localizer. Do not use back course signals for approach unless a back course approach procedure is published for that particular runway and the approach is authorized by ATC.****</em>
 
         </div>
     4.  Identification is in International Morse Code and consists of a three-letter identifier preceded by the letter I (●●) transmitted on the localizer frequency.
@@ -260,7 +260,7 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
 
         <em>**CAUTION-**</em>
 
-        <em> **False glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope is specified on the approach and landing chart.**</em>
+        <em> ****False glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope is specified on the approach and landing chart.****</em>
 
         </div>
     2.  The glide slope transmitter is located between 750 feet and 1,250 feet from the approach end of the runway (down the runway) and offset 250 to 650 feet from the runway centerline. It transmits a glide path beam 1.4 degrees wide (vertically). The signal provides descent information for navigation down to the lowest authorized decision height (DH) specified in the approved ILS approach procedure. The glidepath may not be suitable for navigation below the lowest authorized DH and any reference to glidepath indications below that height must be supplemented by visual reference to the runway environment. Glidepaths with no published DH are usable to runway threshold.
@@ -271,7 +271,7 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
 
         <em>**CAUTION-**</em>
 
-        <em> **Avoid flying below the glide path to assure obstacle/terrain clearance is maintained.**</em>
+        <em> ****Avoid flying below the glide path to assure obstacle/terrain clearance is maintained.****</em>
 
         </div>
     6.  The published glide slope threshold crossing height (TCH) DOES NOT represent the height of the actual glide path on-course indication above the runway threshold. It is used as a reference for planning purposes which represents the height above the runway threshold that an aircraft's glide slope antenna should be, if that aircraft remains on a trajectory formed by the four-mile-to-middle marker glidepath segment.
@@ -513,13 +513,13 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
 
                     <em>**NOTE-**</em>
 
-                    <em>An aircraft approved for multi-sensor navigation and equipped with a single navigation system must maintain an ability to navigate or pr[[Volume 3/G Air carriers and operators for compensation or hire  certification and operations/0121 Operating requirements  domestic, flag, and supplemental operations.md#§121.349   Communication and navigation equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over the top.|14 CFR 121.349]]n the event that any one component of the navigation system fails, including the flight management system (FMS). Retaining a FMS-independent VOR capability would satisfy this requirement.</em>
+                    <em>An aircraft approved for multi-sensor navigation and equipped with a single navigation system must maintain an ability to navigate or proceed safely in the event that any one component of the navigation system fails, including the flight management system (FMS). Retaining a FMS-independent VOR capability would satisfy this requirement.</em>
 
                     </div>
                 3.  The requirements for a second system apply to the entire set of equipment needed to achieve the navigation capability, not just the individual components of the system such as the radio navigation receiver. For example, to use two RNAV systems (e.g., GPS and DME/DME/IRU) to comply with the requirements, the aircraft must be equipped with two independent radio navigation receivers and two independent navigation computers (e.g., flight management systems (FMS)). Alternatively, to comply with the requirements using a single RNAV system with an installed and operable VOR capability, the VOR capability must be independent of the FMS.
                 4.  To satisfy the requirement for two independent navigation systems, if the primary navigation system is GPS-based, the second system must be independent of GPS (for example, VOR or DME/DME/IRU). This allows continued navigation in case of failure of the GPS or WAAS services. Recognizing that GPS interference and test events resulting in the loss of GPS services have become more common, the FAA requires operators conducting IFR operations under 14 CFR 121.349, 125.203, 129.17 and 135.65 to retain a non-GPS navigation capability consisting of either DME/DME, IRU, or VOR for en route and terminal operations, and VOR and ILS for final approach. Since this system is to be used as a reversionary capability, single equipage is sufficient.
     3.  **Oceanic, Domestic, En Route, and Terminal Area Operations**
- [[Volume 3/G Air carriers and operators for compensation or hire  certification and operations/0121 Operating requirements  domestic, flag, and supplemental operations.md#§121.349   Communication and navigation equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over the top.|14 CFR 121.349]]duct GPS IFR operations in oceanic areas only when approved avionics systems are installed. TSO-C196() users and TSO-C129() GPS users authorized for Class A1, A2, B1, B2, C1, or C2 operations may use GPS in place of another approved means of long-range navigation, such as dual INS. (See TBL 1-1-5 and TBL 1-1-6.) Aircraft with a single installation GPS, meeting the above specifications, are authorized to operate on short oceanic routes requiring one means of long-range navigation (reference AC 20-138, Appendix 1).
+        1.  Conduct GPS IFR operations in oceanic areas only when approved avionics systems are installed. TSO-C196() users and TSO-C129() GPS users authorized for Class A1, A2, B1, B2, C1, or C2 operations may use GPS in place of another approved means of long-range navigation, such as dual INS. (See TBL 1-1-5 and TBL 1-1-6.) Aircraft with a single installation GPS, meeting the above specifications, are authorized to operate on short oceanic routes requiring one means of long-range navigation (reference AC 20-138, Appendix 1).
         2.  Conduct GPS domestic, en route, and terminal IFR operations only when approved avionics systems are installed. Pilots may use GPS via TSO-C129() authorized for Class A1, B1, B3, C1, or C3 operations GPS via TSO-C196(); or GPS/WAAS with either TSO-C145() or TSO-C146(). When using TSO-C129() or TSO-C196() receivers, the avionics necessary to receive all of the ground-based facilities appropriate for the route to the destination airport and any required alternate airport must be installed and operational. Ground-based facilities necessary for these routes must be operational.
             1.  GPS en route IFR operations may be conducted in Alaska outside the operational service volume of ground-based navigation aids when a TSO-C145() or TSO-C146() GPS/wide area augmentation system (WAAS) system is installed and operating. WAAS is the U.S. version of a satellite-based augmentation system (SBAS).
                 1.  In Alaska, aircraft may operate on GNSS Q-routes with GPS (TSO-C129 () or TSO-C196 ()) equipment while the aircraft remains in Air Traffic Control (ATC) radar surveillance or with GPS/WAAS (TSO-C145 () or TSO-C146 ()) which does not require ATC radar surveillance.
@@ -761,7 +761,7 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_sect
     4.  Both lateral and vertical scaling for the LNAV/VNAV and LPV approach procedures are different than the linear scaling of basic GPS. When the complete published procedure is flown, ±1 NM linear scaling is provided until two (2) NM prior to the FAF, where the sensitivity increases to be similar to the angular scaling of an ILS. There are two differences in the WAAS scaling and ILS: 1) on long final approach segments, the initial scaling will be ±0.3 NM to achieve equivalent performance to GPS (and better than ILS, which is less sensitive far from the runway); 2) close to the runway threshold, the scaling changes to linear instead of continuing to become more sensitive. The width of the final approach course is tailored so that the total width is usually 700 feet at the runway threshold. Since the origin point of the lateral splay for the angular portion of the final is not fixed due to antenna placement like localizer, the splay angle can remain fixed, making a consistent width of final for aircraft being vectored onto the final approach course on different length runways. When the complete published procedure is not flown, and instead the aircraft needs to capture the extended final approach course similar to ILS, the vector to final (VTF) mode is used. Under VTF, the scaling is linear at ±1 NM until the point where the ILS angular splay reaches a width of ±1 NM regardless of the distance from the FAWP.
     5.  The WAAS scaling is also different than GPS TSO-C129() in the initial portion of the missed approach. Two differences occur here. First, the scaling abruptly changes from the approach scaling to the missed approach scaling, at approximately the departure end of the runway or when the pilot selects missed approach guidance rather than ramping as GPS does. Second, when the first leg of the missed approach is a Track to Fix (TF) leg aligned within 3 degrees of the inbound course, the receiver will change to 0.3 NM linear sensitivity until the turn initiation point for the first waypoint in the missed approach procedure, at which time it will abruptly change to terminal (±1 NM) sensitivity. This allows the elimination of close in obstacles in the early part of the missed approach that may otherwise cause the DA to be raised.
     6.  There are two ways to select the final approach segment of an instrument approach. Most receivers use menus where the pilot selects the airport, the runway, the specific approach procedure and finally the IAF, there is also a channel number selection method. The pilot enters a unique 5-digit number provided on the approach chart, and the receiver recalls the matching final approach segment from the aircraft database. A list of information including the available IAFs is displayed and the pilot selects the appropriate IAF. The pilot should confirm that the correct final approach segment was loaded by cross checking the Approach ID, which is also provided on the approach chart.
-    7.  The Along-Track Distance (ATD) during the final approach segment of an LNAV procedure (with a minimum descent altitude) will be to the MAWP. On LNAV/VNAV and LPV approaches to a decision altitude, there is no missed approach waypoint so the along-track distance is displayed to a point normally located at the runway threshold. In most cases, the MAWP for the LNAV approach is located on the runway threshold at the centerline, so these distances will be the same. This distance will always vary slightly from any ILS DME that may be present, since the ILS DME is located further down the runway. Initiation of the missed approach on the LNAV/VNAV and LPV approaches is still based on reaching the decision altitude without any of the items listed in 14 CFR Section 91.175 being visible, and must not be delayed while waiting for the ATD to reach zero. The WAAS receiver, unlike a GPS receiver, will automatically sequence past the MAWP if the missed approach procedure has been designed for RNAV. The pilot may also select missed approach prior to the MAWP; however, navigation will continue to the MAWP prior to wayp[[Volume 2/F Air traffic and general operating rules/0091 General operating and flight rules.md#§91.175   Takeoff and landing under IFR.|14 CFR Section 91.175]]g place.
+    7.  The Along-Track Distance (ATD) during the final approach segment of an LNAV procedure (with a minimum descent altitude) will be to the MAWP. On LNAV/VNAV and LPV approaches to a decision altitude, there is no missed approach waypoint so the along-track distance is displayed to a point normally located at the runway threshold. In most cases, the MAWP for the LNAV approach is located on the runway threshold at the centerline, so these distances will be the same. This distance will always vary slightly from any ILS DME that may be present, since the ILS DME is located further down the runway. Initiation of the missed approach on the LNAV/VNAV and LPV approaches is still based on reaching the decision altitude without any of the items listed in [[Volume 2/F Air traffic and general operating rules/0091 General operating and flight rules.md#§91.175   Takeoff and landing under IFR.|14 CFR Section 91.175]] being visible, and must not be delayed while waiting for the ATD to reach zero. The WAAS receiver, unlike a GPS receiver, will automatically sequence past the MAWP if the missed approach procedure has been designed for RNAV. The pilot may also select missed approach prior to the MAWP; however, navigation will continue to the MAWP prior to waypoint sequencing taking place.
 
 **Ground Based Augmentation System (GBAS) Landing System (GLS) ^1-1-19**
 

AIM/02 Aeronautical Lighting and Other Airport Visual Aids/01 Airport Lighting Aids.md

@@ -316,7 +316,7 @@ Runways Without Approach Lights**
 
     <em>**CAUTION-**</em>
 
-    <em> **Pilots should never cross a red illuminated stop bar, even if an ATC clearance has been given to proceed onto or across the runway.**</em>
+    <em> ****Pilots should never cross a red illuminated stop bar, even if an ATC clearance has been given to proceed onto or across the runway.****</em>
 
     </div>
 

AIM/03 Airspace/01 General.md

@@ -71,9 +71,9 @@ Source: [https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap3_sect
     2,000 feet horizontal</p></td></tr><tr class="odd"><td><p>At or above 10,000 feet MSL</p></td><td><p>5 statute miles</p></td><td><p>1,000 feet below<br />
     1,000 feet above<br />
     1 statute mile horizontal</p></td></tr><tr class="even"><td><p>Class G<br />
-    1,200 feet or less above the surface (regardless of MSL altitude).</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="odd"><td><p>For aircraft other than helicopters:</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="even"><td><p>Day, except as provided in §91.155(b)</p></td><td><p>1 statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="odd"><td><p>Night, except as provided in §91.155(b)</p></td><td><p>3 statute miles</p></td><td><p>500 feet below<br />
+    1,200 feet or less above the surface (regardless of MSL altitude).</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="odd"><td><p>For aircraft other than helicopters:</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="even"><td><p>Day, except as provided in [[Volume 2/F Air traffic and general operating rules/0091 General operating and flight rules.md#§91.155   Basic VFR weather minimums.|§91.155]](b)</p></td><td><p>1 statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="odd"><td><p>Night, except as provided in [[Volume 2/F Air traffic and general operating rules/0091 General operating and flight rules.md#§91.155   Basic VFR weather minimums.|§91.155]](b)</p></td><td><p>3 statute miles</p></td><td><p>500 feet below<br />
     1,000 feet above<br />
-    2,000 feet horizontal</p></td></tr><tr class="even"><td><p>For helicopters:</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="odd"><td><p>Day</p></td><td><p>½ statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="even"><td><p>Night, except as provided in §91.155(b)</p></td><td><p>1 statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="odd"><td><p>More than 1,200 feet above the surface but less than 10,000 feet MSL.</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="even"><td><p>Day</p></td><td><p>1 statute mile</p></td><td><p>500 feet below<br />
+    2,000 feet horizontal</p></td></tr><tr class="even"><td><p>For helicopters:</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="odd"><td><p>Day</p></td><td><p>½ statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="even"><td><p>Night, except as provided in [[Volume 2/F Air traffic and general operating rules/0091 General operating and flight rules.md#§91.155   Basic VFR weather minimums.|§91.155]](b)</p></td><td><p>1 statute mile</p></td><td><p>Clear of clouds</p></td></tr><tr class="odd"><td><p>More than 1,200 feet above the surface but less than 10,000 feet MSL.</p></td><td><p> </p></td><td><p> </p></td></tr><tr class="even"><td><p>Day</p></td><td><p>1 statute mile</p></td><td><p>500 feet below<br />
     1,000 feet above<br />
     2,000 feet horizontal</p></td></tr><tr class="odd"><td><p>Night</p></td><td><p>3 statute miles</p></td><td><p>500 feet below<br />
     1,000 feet above<br />