Figure 8-4a. Legend from en route low altitude chart. Figure 1-5. Legend from en route low attitude chart.
the controller may provide the holding direction and the
statement “as published.” [Figure 1-4]
Boundaries separating the jurisdiction of Air Route Traffic
Control Centers (ARTCC) are depicted on charts with blue
serrations . The name of the controlling
facility is printed on the corresponding side
of the division line. ARTCC remote sites are
depicted as blue serrated boxes and contain
the center name, sector name, and the sector frequency.
[Figure 1-4]
Weather Information and Communication Features
En route NAVAIDs also provide weather information and
serve communication functions. When a NAVAID is shown
as a shadowed box, an automated
flight service station (AFSS) of the
same name is directly associated with
the facility. If an AFSS is located
without an associated NAVAID, the
shadowed box is smaller and contains only the name and
identifier. The AFSS frequencies are provided above the
box. (Frequencies 122.2 and 255.4,
and emergency frequencies 121.5 and
243.0 are not listed.)
A Remote Communications Outlet (RCO) associated with
a NAVAID is designated by a thin-lined box with the
controlling AFSS frequency above
the box and the name under the box.
Without an associated facility, the
thin-lined RCO box contains the
AFSS name and remote frequency.
Automated Surface Observing
Station (ASOS), Automated Weather Observing Station
(AWOS), Hazardous Inflight Weather Advisory Service
(HIWAS), and Transcribed Weather Broadcast (TWEB)
are continuously transmitted over
selected NAVAIDs and depicted
in the NAVAID box. ASOS/
AWOS are depicted by a white
“A”, HIWAS by a “H” and TWEB broadcasts by a “T” in a
solid black circle in the upper right or left corner.
New Technologies
Technological advances have made multifunction displays
and moving maps more common in newer aircraft. Even older
aircraft are being retrofitted to include “glass” in the flight
deck. [Figure 1-6] Moving maps improve pilot situational
awareness (SA) by providing a picture of aircraft location
in relation to NAVAIDS, waypoints, airspace, terrain, and
and off-route VORs are used to establish intersections. NDBs
are sometimes collocated with intersections, in which case
passage of the NDB would mark the intersection. A bearing to
an off-route NDB also can provide intersection identification.
A localizer course used to identify an intersection is depicted
by a feathered arrowhead symbol on the en route chart
( ). If feathered markings appear on
the left-hand side of the arrowhead ( ),
a back course (BC) signal is transmitted. On AeroNav Products
en route charts, the localizer symbol is only depicted to identify
an intersection.
Off-route VORs remain the most common means of
identifying intersections when traveling on an airway. Arrows
depicted next to the intersection indicate the NAVAID
to be used for identification. Another means of identifying an
intersection is with the use of DME. A hollow arrowhead
indicates DME is authorized for intersection identification. If
the DME mileage at the intersection is a cumulative distance
of route segments, the mileage is totaled and indicated by
a D-shaped symbol with a mileage number inside .
[Figure 1-4] Approved IFR global positioning system (GPS)
units can also be used to report intersections.
Other Route Information
DME and GPS provide valuable route information concerning
such factors as mileage, position, and ground speed. Even
without this equipment, information is provided on the charts
for making the necessary calculations using time and distance.
The en route chart depicts point-to-point distances on the
airway system. Distances from VOR to VOR are charted with
a number inside of a box . To differentiate distances when
two airways coincide, the word “TO” with the three-letter VOR
identifier appear to the left of the distance boxes .
VOR changeover points (COPs) are depicted on the charts by
this symbol . The numbers indicate the distance at which
to change the VOR frequency. The frequency change might
be required due to signal reception or conflicting frequencies.
If a COP does not appear on an airway, the frequency should
be changed midway between the facilities. A COP at an
intersection may indicate a course change.
Occasionally an “x” appears at a separated segment of an
airway that is not an intersection. The “x” is a mileage
breakdown or computer navigation fix and may indicate a
course change.
Today’s computerized system of ATC has greatly reduced
the need for holding en route. However, published holding
patterns are still found on charts at junctures
where ATC has deemed it necessary to enable
traffic flow. When a holding pattern is charted, Holding Pattern
NAME
Name
000.0 000.0
XPDR 5537 IDNT LCL23:00:34
VOR 1
270°
T AS 100KT
OA T 7°C
13.7
23.0
NA V1 108.00 113.00
NA V2 108.00 110.60
134.000 118.000 COM1
123.800 118.000 COM2
WPT _ _ _ _ _ _ DIS _ _ . _ NM DTK _ _ _° TRK 360°
MAP - NA VIGA TION MAP
MFD provide navigation information - moving map
DCL TRMAP
Figure 1-6. Moving map display.
Figure 1-7. Example of an electronic flight bag.
hazardous weather. GPS systems can be certified for terminal
area and en route use as well as approach guidance.
Additional breakthroughs in display technology are the
new electronic chart systems or electronic flight bags that
facilitate the use of electronic documents in the general
aviation flight deck. [Figure 1-7] An electronic chart or
flight bag is a self-powered electronic library that stores and
displays en route charts and other essential documents on a
screen. These electronic devices can store the digitized United
States terminal procedures, en route charts, the complete
A/FD, in addition to 14 CFR and the AIM. Full touch-screen
based computers allow pilots to view airport approach and
area charts electronically while flying. With FAA approval,
an operator may replace paper charts as well as other paper
materials including minimum equipment lists (MELs),
standard operating procedures (SOPs), standard instrument
departures (SIDs), standard terminal arrival routes (STARs),
checklists, and flight deck manuals. As with paper flight
publications, the electronic database needs to be current
to provide accurate information regarding NAVAIDS,
waypoints, and terminal procedures. Databases are updated
every 28 days and are available from various commercial
vendors. Pilots should be familiar with equipment operation,
capabilities, and limitations prior to use.
Terminal Procedures Publications
While the en route charts provide the information necessary
to safely transit broad regions of airspace, the United States
Terminal Procedures Publication (TPP) enables pilots to
guide their aircraft in the airport area. Whether departing or
arriving, these procedures exist to make the controllers’ and
pilots’ jobs safer and more efficient. Available in booklets by
region (published by AeroNav Products), the TPP includes
approach procedures, STARs, Departure Procedures (DPs),
and airport diagrams.
Departure Procedures
There are two types of DPs: Obstacle Departure Procedures
(ODP) and SIDs. [Figure 1-8] Both types of DPs provide
obstacle clearance protection to aircraft in instrument
meteorological conditions (IMC), while reducing
communications and departure delays. DPs are published in
text and/or charted graphic form. Regardless of the format, all
DPs provide a way to depart the airport and transition to the
en route structure safely. When possible, pilots are strongly
encouraged to file and fly a DP at night, during marginal
visual meteorological conditions (VMC) and IMC.
All DPs provide obstacle clearance provided the aircraft
crosses the end of the runway at least 35 feet AGL; climbs
to 400 feet above airport elevation before turning; and climbs
at least 200 feet per nautical mile (FPNM), unless a higher
climb gradient is specified to the assigned altitude. ATC may
vector an aircraft off a previously assigned DP; however,
the 200 FPNM or the FPNM specified in the DP is required.
Textual ODPs are listed by city and airport in the IFR Take-
Off Minimums and DPs section of the TPP. SIDs are depicted
in the TPP following the approach procedures for the airport.
Standard Terminal Arrival Routes
STARs depict prescribed routes to transition the instrument
pilot from the en route structure to a fix in the terminal area
from which an instrument approach can be conducted. If a
pilot does not have the appropriate STAR, write “No STAR”
in the flight plan. However, if the controller is busy, the pilot
might be cleared along the same route and, if necessary, the
controller has the pilot copy the entire text of the procedure.
STARs are listed alphabetically at the beginning of the
AeroNav Products booklet. Figure 1-9 shows an example
of a STAR, and the legend for STARs and DPs printed in
AeroNav Products booklets.
Instrument Approach Procedure Charts
The instrument approach procedure (IAP) chart provides
the method to descend and land safely in low visibility
conditions. The FAA establishes an IAP after thorough
analyses of obstructions, terrain features, and navigational
facilities. Maneuvers, including altitude changes, course
corrections, and other limitations, are prescribed in the IAP.
The approach charts reflect the criteria associated with the
United States Standard for Terminal Instrument Approach
Procedures (TERPs), which prescribes standardized methods
for use in designing instrument flight procedures.
In addition to the AeroNav Products, other governmental
and corporate entities produce approach procedures. The
U.S. Military IAPs are established and published by the
Department of Defense and are available to the public
upon request. Special IAPs are approved by the FAA for
individual operators and are not available to the general
public. Foreign country standard IAPs are established and
published according to the individual country’s publication
procedures. The information presented in the following
sections highlight features of the United States TPP.
The instrument approach chart is divided into six main
sections, which include the margin identification, pilot
briefing (and notes), plan view, profile view, landing
minimums, and airport diagram. [Figure 1-10] An
examination of each section follows.
Margin Identification
The margin identification, at the top and bottom of the chart,
depicts the airport location and procedure identification.
The civil approach plates are organized by city, then airport
name and state. For example, Orlando Executive in Orlando,
Florida, is alphabetically listed under “O” for Orlando.
Military approaches are organized by airport name first.
The chart’s amendment status appears below the city
and state in the bottom margin. The amendment number
is followed by the five-digit julian-date of the last chart
change.“05300” is read, “the 300th day of 2005.” At the
center of the top margin is the FAA chart reference number
and the approving authority. At the bottom center, the
airport’s latitude and longitude coordinates are provided. If
a chart is original, the date of issuance can be used instead
of the julian-date.
The procedure chart title (top and bottom margin area of
Figure 1-10) is derived from the type of navigational facility
providing final approach course guidance. A runway number
is listed when the approach course is aligned within 30º
of the runway centerline. This type of approach allows a
straight-in landing under the right conditions. The type of
approach followed by a letter identifies approaches that do
not have straight-in landing minimums. Examples include
procedure titles at the same airport, which have only
circling minimums. The first approach of this type created
TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
SC-1
INSTRUMENT APPROACH PROCEDURE CHARTS
IFR TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
NAME TAKE-OFF MINIMUMS NAME TAKE-OFF MINIMUMS
ADA, OK
ADA MUNI (ADH)
AMDT 3 09127 (FAA)
TAKE-OFF MINIMUMS: Rwy 13, 300-1¼ or std. w/
min. climb of 307' per NM to 1300. Rwy 17, 300-1¼ or
std. w/ min. climb of 326' per NM to 1300.
DEPARTURE PROCEDURE: Rwy 17, climb heading
174° to 1600 before proceeding on course.
NOTE: Rwy 13, bush 316' from DER, 43' right of
centerline, 9' AGL/988' MSL. Tower 5477' from DER,
872' left of centerline, 120' AGL/1117' MSL. Post 123'
from DER, 73' right of centerline, 3' AGL/982' MSL.
Tower 1.08 NM from DER, 9' left of centerline, 160'
AGL/1160' MSL. Rwy 17, tower 1.02 NM from DER,
1411' right of centerline, 165' AGL/1165' MSL. Pole
1017' from DER, 449' left of centerline, 90' AGL/1053'
MSL. Trees beginning 83' from DER, 272' left of
centerline, up to 82' AGL/1041' MSL. Trees beginning
32' from DER, 100' right of centerline, up to 58' AGL/
1037' MSL. Rwy 31, trees beginning 2179' from DER,
988' right of centerline, up to 64' AGL/1083' MSL.
Obstruction light on amom 703' from DER, 548' right
of centerline, 6' AGL/1042' MSL. Rwy 35, trees
beginning 75' from DER, 72' left of centerline, up to 56'
AGL/1065' MSL. Trees beginning 132' from DER, 261'
right of centerline, up to 51' AGL/1050' MSL.
ALTUS, OK
ALTUS/QUARTZ MOUNTAIN RGNL (AXS)
ORIG 09267 (FAA)
NOTE: Rwy 35, terrain 51' from DER, 410' right of
centerline, 1435' MSL. Trees beginning 1215' from DER,
765' left of centerline, up to 40' AGL/1470' MSL.
ALTUS AFB (KLTS)
ALTUS, OK . . . . . . . . . . . . . . . . . .09295
TAKE-OFF OBSTACLES: 174° Assault Strip, Aircraft
taxiing 87' from DER, 360' left of centerline, 65' AGL/
1425' MSL, aircraft taxiing between 1038' and 2525' from
DER, 717' left of centerline, 65' AGL/1425' MSL.
ALVA, OK
ALVA RGNL
DEPARTURE PROCEDURE: Rwys 8, 35, climb on
runway heading to 2000 before turning.
Civil Airports and Selected Military Airports
ALL USERS: Airports that have Departure Procedures (DPs) designed specifically to assist pilots in
avoiding obstacles during the climb to the minimum enroute altitude , and/or airports that have civil
IFR take-off minimums other than standard, are listed below. Take-off Minimums and Departure
Procedures apply to all runways unless otherwise specified. Altitudes, unless otherwise indicated, are
minimum altitudes in MSL.
DPs specifically designed for obstacle avoidance are referred to as Obstacle Departure Procedures
(ODPs) and are described below in text, or published separately as a graphic procedure. If the
(Obstacle) DP is published as a graphic procedure, its name will be listed below, and it can be found in
either this volume (civil), or a separate Departure Procedure volume (military), as appropriate. Users
will recognize graphic obstacle DPs by the term "(OBSTACLE)" included in the procedure title; e.g.,
TETON TWO (OBSTACLE). If not assigned a SID or radar vector by ATC, an ODP may be flown
without ATC clearance to ensure obstacle clearance.
Graphic DPs designed by ATC to standardize traffic flows, ensure aircraft separation and enhance
capacity are referred to as "Standard Instrument Departures (SIDs)". SIDs also provide obstacle
clearance and are published under the appropriate airport section. ATC clearance must be received
prior to flying a SID.
CIVIL USERS NOTE: Title 14 Code of Federal Regulations Part 91 prescribes standard take-off rules
and establishes take-off minimums for certain operators as follows: (1) Aircraft having two engines or
less - one statute mile. (2) Aircraft having more than two engines - one-half statute mile. These
standard minima apply in the absence of any different minima listed below.
MILITARY USERS NOTE: Civil (nonstandard) take-off minima are published below. For military take-
off minima, refer to appropriate service directives.
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
SE-3, 16 DEC 2010 to 13 JAN 2011
SE-3, 16 DEC 2010 to 13 JAN 2011
Figure 1-8. Obstacle departure procedures (ODP) and standard instrument departures (SID).
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-9. DP chart legend and STAR.
SE-3, 16 DEC 2010 to 13 JAN 2011
SE-3, 16 DEC 2010 to 13 JAN 2011
Issuing authority
Procedure ID
Coverage
area/
effective
date
Amendment #
City/airport
Latitude/longitude coordinates
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEWPROFILEMINIMUMS SE-3, 16 DEC 2010 to 13 JAN 2011
SE-3, 16 DEC 2010 to 13 JAN 2011
Figure 1-10. Instrument approach chart.
at the airport is labeled with the letter A, and the lettering
continues in alphabetical order (e.g., “VOR-A or “LDA-B”).
The letter designation signifies the expectation is for the
procedure to culminate in a circling approach to land. As a
general rule, circling-only approaches are designed for one
of the two following reasons:
• The final approach course alignment with the runway
centerline exceeds 30º.
• The descent gradient is greater than 400 FPNM from
the final approach fix (FAF) to the threshold crossing
height (TCH). When this maximum gradient is
exceeded, the circling-only approach procedure may
be designed to meet the gradient criteria limits.
Further information on this topic can be found in the
Instrument Procedures Handbook, Chapter 4, under
Approach Naming Chart Conventions.
To distinguish between the left, right, and center runways,
an “L,” “R,” or “C” follows the runway number (e.g., “ILS
RWY 16R”). In some cases, an airport might have more than
one circling approach, shown as VOR-A, VOR/DME-B, etc.
More than one navigational system separated by a slash
indicates more than one type of equipment is required to
execute the final approach (e.g., VOR/DME RWY 31).
More than one navigational system separated by “or”
indicates either type of equipment may be used to execute
the final approach (e.g., VOR or GPS RWY 15). Multiple
approaches of the same type, to the same runway and using
the same guidance, have an additional letter from the end of
the alphabet, number, or term in the title (e.g., ILS Z RWY
28, SILVER ILS RWY 28, or ILS 2 RWY 28). VOR/DME
RNAV approaches are identified as VOR/DME RNAV
RWY (runway number). Helicopters have special IAPs
designated with COPTER in the procedure identification
(e.g., COPTER LOC/DME 25L). Other types of navigation
systems may be required to execute other portions of the
approach prior to intercepting the final approach segment
or during the missed approach.
The Pilot Briefing
The pilot briefing is located at the top of the chart and
provides the pilot with information required to complete
the published approach procedure. Included in the pilot
briefing are the NAVAID providing approach guidance,
its frequency, the final approach course, and runway
information. A notes section contains additional procedural
information. For example, a procedural note might indicate
restrictions for circling maneuvers. Some other notes might
concern a local altimeter setting and the resulting change
in the minimums. The use of RADAR may also be noted in
this section. Additional notes may be found in the plan view.
When a triangle containing a “T” ( ) appears in the notes
section, it signifies the airport has nonstandard IFR takeoff
minimums. Pilots should refer to the DPs section of the TPP
to determine takeoff minimums.
When a triangle containing an “A” ( ) appears in the notes
section, it signifies the airport has nonstandard IFR alternate
minimums. Civil pilots should refer to the Alternate Minimums
Section of the TPP to determine alternate minimums. Military
pilots should refer to appropriate regulations.
When a triangle containing an “A” NA ( ) appears in
the notes area, it signifies that Alternate Minimums are Not
Authorized due to unmonitored facility or the absence of
weather reporting service.
Communication frequencies are listed in the order in which
they would be used during the approach. Frequencies for
weather and related facilities are included, where applicable,
such as ATIS, ASOS, AWOS, and AFSSs.
The Plan View
The plan view provides a graphical overhead view of the
procedure and depicts the routes that guide the pilot from
the en route segments to the initial approach fix (IAF).
[Figure 1-10] During the initial approach, the aircraft has
departed the en route phase of flight and is maneuvering to enter
an intermediate or final segment of the instrument approach.
An initial approach can be made along prescribed routes within
the terminal area, which may be along an arc, radial, course,
heading, radar vector, or a combination thereof. Procedure turns
and high-altitude teardrop penetrations are initial approach
segments. Features of the plan view, including the procedure
turn, obstacle elevation, minimum safe altitude (MSA), and
procedure track are depicted in Figure 1-11. Terrain is depicted
in the plan view portion of all IAPs if the terrain within the
plan view exceeds 4,000 feet above the airport elevation, or if
within a 6 NM radius of the airport reference point the terrain
rises at least 2,000 feet above the airport elevation.
Some AeroNav Products charts contain a reference or
distance circle with a specified radius (10 NM is most
common). Normally, approach features within the plan
view are shown to scale; however, only the data within the
reference circle is always drawn to scale.
Concentric dashed circles, or concentric rings around the
distance circle, are used when the information necessary to
the procedure will not fit to scale within the limits of the plan
view area. They serve as a means to systematically arrange
this information in its relative position outside and beyond
the reference circle. These concentric rings are labeled en
route facilities and feeder facilities.