Enroute Charts and Procedures - PowerPoint Presentation

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Enroute Charts and Procedures - PPT Presentation

Overview Enroute Charts Symbols Routing Preferred IFR Routes TEC Routes Facilities VOR Service Volume Obstacle Clearance Areas Operations in Other Countries Mandatory Reports Other Clearance Types ID: 719387

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Slide1

Enroute Charts and ProceduresSlide2

Overview

Enroute ChartsSymbolsRoutingPreferred IFR Routes

TEC RoutesFacilitiesVOR Service VolumeObstacle Clearance AreasOperations in Other CountriesMandatory ReportsOther Clearance Types

Enroute Navigation

91.181 is the basis for the course to be flownMust fly the center of a federal airway or direct course between nav aids or fixes

May maneuver in VFRThree strata:Lower – Base of Controlled to 18,000 feet MSLMiddle – Identifiable jet routes – FL180 to FL450Above – FL450+ is intended for random point-to-point navigation

IPG 3-1Slide4

Enroute Charts

Two different charts to be used depending upon your altitude:Low Altitude Enroute Chartsaka L-Charts

17,999 MSL and belowAirways are called “Victor Airways”High Altitude Enroute ChartsFL180 to FL450Airways are called Jet Routes

JIC

-3Slide5

L-Charts

We will mainly talk about L-Charts because most instrument training will happen in these altitudesHigh altitude charts have similar symbols, with slight changesThe front panel shows the area the chart entails

JIC

-3Slide6

Navigational Aids

VOR Symbol is a small compass rose, which points to Magnetic NorthYou’ll notice the symbols are roughly the same as for SectionalsNDBs are roughly same as well

JIC

-5Slide7

Navigational Aids

Fixes are labeled with 5 letters and given a triangleILS Localizer symbols indicate that a fix can be identified with a LocalizerNavigation Facility Information is given in a Box, roughly the same as a Sectional

JIC

-5Slide8

DME and Radials

DME information is given with a number inside a D shapeDistance between fixes is a number between the respective fixesRadials are given in 3 number increments (e.g., 072, or 311)

JIC

-7Slide9

Airports

Can be either Brown, Blue or GreenGreen if Civilian with approachBlue if Military with approachBrown if Civilian with no approach

JIC

-16Slide10

Airspace

Bravo is depicted by a large blue area

JIC

-16Slide11

Airspace

Charlie is depicted by a large blue area with dashed lines

JIC

-16Slide12

Airspace

Delta is depicted by a large blue area with a D in a box after the airport identifier

JIC

-16Slide13

Area Charts

It may be necessary to have a large scale map of a heavily used terminal areaThese charts ease the transition from an L-Chart to the approachWill be depicted by green dashes

JIC

-19Slide14

Preferred IFR Routes

Help pilots, dispatchers and ATC minimize route changesEfficient and orderly management of air trafficPublished in A/FD (See Page 401)

IPG 3-2Slide15

Tower Enroute

Control

A/FD

Similar to Preferred IFR Routes

Used when going between cities within one large metropolitan area

See A/FD page 422 for detailed explanationSlide16

VOR Standard Service Volumes

IPG 3-4Slide17

Facility Monitoring

Most VOR, VORTAC, ILS, NDB and Marker Beacon facilities are installed by the FAA and monitored by internal monitoringThe facility will shut itself down when performance deteriorates below a specific toleranceThe FAA will be notified remotelyAlways check NOTAMs for pre-determined outages

IPG 3-4Slide18

LF Airways

Low Frequency Airways exist in AlaskaNDB to NDB NavigationMost of these have disappeared in CONUSLabeled by something other than a “V”

IPG 3-5Slide19

VHF Airways

Very High Frequency Airways exist throughout the CONUSVOR to VOR NavigationLabeled as either “V” (Victor Airway), or;

“J” (Jet Route)

IPG 3-5Slide20

GPS Airways

Global Positioning Routes exist throughout the CONUS, as wellGPS Navigation onlyLabeled as a“T” (Tango Route)

IPG 3-5Slide21

GPS Airways

Global Positioning Routes exist throughout the CONUS, as wellGPS Navigation onlyLabeled as a“T” (Tango Route)

L-ChartSlide22

VHF Obstacle Clearance Areas

Primary area of victor airwaysEach route is 8 NM wide (4 NM from centerline)Primary area is determined at a distance of 51NM from navigation aid at a width of 4.5 degreesSecondary areaExtends an additional 2 NM from the centerlineBegins 500’ above the route

IPG

3-6Slide23

VHF Obstacle Clearance Areas

IPG

3-7Slide24

VHF Obstacle Clearance Areas

IPG

3-10Slide25

VHF Obstacle Clearance Areas

Protected area: 1000 feet above highest obstacle in non-mountainous terrain2000 feet above highest obstacle in mountainous terrainMay be reduced to 1700 feet under specific exemptions in Part 95

IPG

3-7Slide26

Designated Mountainous Areas

IPG

3-8Slide27

Change Over Points (COPs)

Normally at the midpoint between two routesIf other radio frequencies interfere with route, then it is placed at the optimal point

IPG

3-11Slide28

Navigational Gaps

Airways may have a gap of navigational service but still be approved for navigationThese are called MEA Gaps (we’ll get to this in a second)Use extra caution in these areas, and avoid if possible

IPG

3-10Slide29

Altitude Planning

FAA requires all aircraft to fly at least the minimum published altitudeIn absence of a published altitude1,000’ above highest obstruction in non-mountainous areas2,000

’ above highest obstruction in mountainous areasBased on headingFrom magnetic course of 0-179 odd altitudeFrom magnetic course of 180-359 even altitude

Obj. Op.Slide30

Altitude Changes

“Climb Immediately” – ATC expects an immediate climb due to impending situation“Climb at Pilot’s Discretion” – Begin your climb when you wish, and level off if needed during the climb“Climb to…” – Climb at optimum rate until 1000’ of assigned altitude then transition to 1500 - 500 fpm until leveling off

IPG 3-20Slide31

Types of Altitudes

MEA – Minimum Enroute AltitudeMOCA – Minimum Obstruction Clearance AltitudeMRA – Minimum Reception AltitudeMVA – Minimum Vectoring AltitudeMCA – Minimum Crossing Altitude

MAA – Maximum Authorized AltitudeOROCA – Off Route Obstruction Clearance AltitudeLowest usable flight level

Minimum Enroute Altitude (MEA)

Minimum altitude forObstruction clearanceNavigational coverageAbove floor of controlled Airspace by300’ for transition areas

500’ in controlling areasAdequate communications at MEA is not guaranteed

IPG

3-13Slide33

Minimum Obstruction Clearance Altitude

Minimum obstruction clearance altitude between radar fixes or off routesOnly guarantees navigational coverage within 22 NM of navaidCalculated based on required obstruction clearance rounded to nearest 100th

IPG

3-13Slide34

Minimum Reception Altitude

The lowest altitude which guarantees navigational and radio coverageFor both on or off route altitudesMay be higher than MEA

IPG

3-13Slide35

Minimum Crossing Altitude

Used when it is necessary to cross a fix at a specified altitude Distance is based onUp to 5,000’ MSL – 150 ft/NM5,000’ – 10,000’ MSL –

120 ft/NMAbove 10,000’ MSL – 100 ft/NM

IPG

3-13Slide36

Maximum Authorized Altitude

Maximum altitude aircraft can fly to be on a routeBased on technical limitations or airspace limitations of route

IPG

3-14Slide37

Off Route Obstruction Clearance Alt.

Gives pilot minimum obstruction clearance but guarantees no radar, navigation, or communication coverageMust remain 3NM from restricted areas

IPG

3-13Slide38

IFR Route Planning

On Route PlanningA pilot must have navigation equip for route of flightGPS can be the primary means of navigation but cannot be the sole route of planningRoutes are planning from fix to fix (Not airport to airport)

IPG

3-12Slide39

IFR Route Planning

Off Route PlanningPlan from point to point (if you can go direct)Still plan to fix (not airport)Take all other altitudes into considerationIf OROCA is higher than

IPG

3-12Slide40

IFR Cruising Altitudes

91.159 issues altitudes for IFR flightIf operating with a VFR-on-Top Clearance, PIC must use VFR altitudes

IPG

3-15Slide41

Lowest Usable Flight Level

As pressure decreases, so does the aircraft’s true altitudeAt 18,000 feet, everyone changes to 29.92 to fly Pressure AltitudesIf flying at FL180, its possible that the aircraft may interfere with aircraft flying an MSL vs a Pressure Altitude

91.129 prescribes Lowest Usable Flight Levels for these reasons

IPG

3-16Slide42

Operations in Other Countries

May hear the terms QNE and QNHQNE is fancy for Pressure Altitude (AKA a Transition Level)QNH is fancy for True Altitude (AGL) (AKA a Transition Altitude)QFE is the Transition HeightAlso note that a transition layer exists

If all of this confuses you, don’t worry about it!

IPG

3-17Slide43

Nonradar Position Reports

Some areas have no radar for specific altitudes, so ATC may be required to be informed of your progress throughout your flightCompulsory Reporting Points have been established to aid ATC in requiring pilots to reportThese points will be a normal fix or NavAid

, but filled in Black

IPG

3-19Slide44

Nonradar Position Report Format

I Play The Accordion For Nothing, No ReasonID, Position, Time, Altitude, Flight type, Next eta, Next point, Remarkse.g., “Archer 282HP, Sidney, 15 past the hour, 9000, IFR, Akron 35 past the hour, Thurman next, rough headwind.”

IPG

3-19Slide45

Mandatory IFR Reports

MARVELOUS VFR 500Missed ApproachApproach Fix InboundRadio Failure (nav or

comm)Vacating Assigned AltitudeEntering HoldLeaving Holding FixOther Information Related to Safety of FlightUnforecast WeatherSpeed Change from filed TAS 5% or 10 Knots (whichever is greater)VFR-on-Top change in AltitudeFix or position reportRevised ETA (error greater than 3 minutes)500 fpm climb (unable)

IPG

3-18Slide46

Enroute Clearances

Altitude Terminology“Maintain” – ATC expects the pilot to maintain specified altitude unless the pilot requests otherwise“Cruise” – ATC assigns a block of airspace to the pilot where he/she may climb or descend at their discretionHowever, once a pilot descends and reports leaving an altitude, the pilot may not climb back up unless he/she requests it

IPG

3-20Slide47

Climb to VFR-on-Top

Purpose is to climb to a VFR altitudeUsed to climb through fog or haze, then cancel IFR, which then makes the pilot VFR Over-The-TopA pilot must request “Climb to VFR On-Top”If no top report is available, a pilot will climb until VFR and make a top

report

IFH 10-26Slide48

VFR-on-Top

A pilot must comply with VFR cloud clearances and IFR regulations on a VFR On-Top clearancePermits the pilot to select an altitude or flight level of your choice with ATC restrictions

IFH 10-26Slide49

References

JIC Jeppesen Instrument/Commercial: Guided Flight DiscoveryObj. Op. Objective Opinion14 CFR Federal Aviation Regulations

IFH Instrument Flying Handbook (FAA-H-8083-15A)IPG Jeppesen Instrument Procedures GuideL-Chart No formal description in text, but found on L-Charts