Chapter 2 Enroute/Area Charts

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航空发表于 2011-9-29 11:34:37

Chapter 2 Enroute/Area Charts Chapter 2 Enroute/Aera Charts §2.1 Introduction §2.2 Layout of Enroute Charts §2.3 Navaids §2.4 Airway/Route components §2.5 Airports §2.6 Airspace §2.7 Boundaries §2.8 Holding Pattern §2.9 Communication Procedures §2.10 Area Charts §2.11 RNAV Enroute Charts §2.12 Legends of Enroute Charts §2.1 Introduction U.S.A Airways System Enroute charts provide the information pilots need to: • Plan the route of flight • Keep track of their position • Maintain safe altitude • Ensure navigation signal reception The information in enroute charts includes: • Airway sturcture • Controlled airspace limitation • Navaids • Airports • Communication frequencies • Minimum enroute altitude (MEA)/Minimum obstacle clearance altitude (MOCA) • Mileage • Reporting points • Special used airspace (SUA) • Other required information § 2.1.1 Type of Enroute Charts 1.Low altitude enroute charts Low altitude enroute charts primarily depict the airspace between the minimum usable IFR altitude up to an altitude assigned by the controlling agency. 2.High altitude enroute charts High altitude enroute charts display jet routes. The altitude limit for these charts vary, since high altitude airspace often differs from one country to another. For example, in the United States and Canada, the altitude limit for high altitude airspace begins at 18,000 feet MSL and extends up to FL450. 3. High/low altitude enroute charts When space is allows, a chart may depict both High and Low altitude airspace. 4. Area charts Area charts are published for major terminal areas where the navaid and airway data is congested on the enroute chart. Since 1995, Jeppesen had been converting the old bi-color to a new muticolor enroute and area charts. Highlights between them include: • Muticolor printing; • Front panels redesigned to use space effectively; • IFR airport shown in blue; VFR airport shown in green; • Area fill for open water improves distinction between water and land masses. §2.1.2 New Format Charts
§2.1.3 Selecting an Enroute Chart The first step, however, is to turn to the Enroute Tab in your Airway Manual. The Enroute Table of Contents page found behind this tab lists the various pages relating to enroute operations filed in your manual. CH(H/L) 中国CHINA高/低空航路图1-4 ME(HI) 中东MIDDLE EAST高空航路图1-2 ME(H/L) 中东MIDDLE EAST高/低空航路图1-14 EA(H/L) 欧亚大陆EURASIA高/低空航路图1-12 SA(LO) 南美SOUTH AMERICA低空航路图1-12 SA(HI) 南美SOUTH AMERICA高空航路图1-8 FE(H/L) 远东FAR EAST高/低空航路图1-8 A(H/L) 非洲AFRICA高/低空航路图1-14、1A A(HI) 非洲AFRICA高空航路图1-8 AS(H/L) 澳大利亚AUSTRALIA高/低空航路图1-8 AU(HI) 澳大利亚AUSTRALIA高空航路图9-10 AU(LO) 澳大利亚AUSTRALIA低空航路图1-8 LA(H/L) 拉丁美洲LATIN AMERICA高/低空航路图1-8 P(H/L) 太平洋PACIFIC OCEAN高/低空航路图1-4 AT(H/L) 大西洋ATLANTIC OCEAN高/低空航路图1-5 AK(LO) 阿拉斯加ALASKA低空航路图1-4、AT(HI)-5 CA(H/L) 加拿大-阿拉斯加CANADA-ALASKA高/低空航路图10-12 CA(LO) 加拿大-阿拉斯加CANADA-ALASKA低空航路图1-9 CA(HI) 加拿大-阿拉斯加CANADA-ALASKA高空航路图1-6 US(LO)SE 美国东南沿海SOUTHEAST COASTAL低空航路图1-2 US(LO)NE 美国东北沿海NORTHEAST COASTAL低空航路图1-2 US(LO) 美国UNITED STATES低高空航路图1-52 US(HI) 美国UNITED STATES高空航路图1-8、2A/2B E(H/L) 欧洲EUROPE高/低空航路图3-4 E(LO) 欧洲EUROPE低空航路图1-15 E(HI) 欧洲EUROPE高空航路图1-15 代码全称图幅编号 U.S. low altitude Enroute chart index U.S. High altitude Enroute chart index §2.2 Layout of Enroute Charts §2.2.1 Front and Back Panel Front Panel Back Panel Information typically found on the front and back panel includes the: • Heading Information • Coverage Index Diagram • Changes Note • Communications Tabulations • SUA Tabulations • Cruising Altitudes/Levels • Cross-Reference Notes In addition to the region of coverage and chart type, the enroute chart heading information includes three important chart components: • Number • Scale • Dates §2.2.1.1 Heading Information
1.Chart boundaries 2.Major cities 3.Political/state boundaries 4.Time zones 5.Area chart 6.Chart usage statement §2.2.1.2 Coverage Index Diagram §2.2.1.3 Change note A changes note highlights significant items that have been modified on the chart since the last revision for each chart. §2.2.1.4 Communications Tabulations Each enroute chart contains a tabulation of air traffic control (ATC) communication services and frequencies within its coverage. The information includes frequencies and voice/radio call names for approach, departure, tower, and ground control, as well as services availability.
除非另有说明，下表所列的所 有高频（HF）通信具备单边带 功能。 All HF communications listed below have single side band capability unless indicated otherwise. SSB 同一地名下多个机场中的某个 机场 Separates multiple airports under a • location name. 区域图内主要机场的四字地名 代码和/或航路图分节索引代码 Charted location is shown by Area chart initials and/or by quarter panel number-letter combination. ZSSS p5D Cpt Clearance (Pre-taxi Proc.) 许可（滑行前程序） C Clearance Delivery 放行许可 (R) Radar capability 雷达功能 X On request 按要求 * Part-time operation 部分时段工作 G Guard only 只接收 T Transmit only 只发射 识别名称/简缩语，不用于话音 通信 Identifying names/abbreviations not used in radio call Light Names / abbreviations BOLD NAME Voice call 呼号 图例含义（英文）含义（中文） √ √ √ √ Communication information of any given geographic region is described in the Comm Tabs. In general, this information includes: • City name • Area chart code • Code of the section of the panel • Call name • Communication services • P=Panel • 4=The panel number • B=The section of the panel §2.2.1.5 SUA Tabulations The back panel of the enroute chart typically contains SUA tabulations above the cruising altitude symbol. However, in cases where chart congestion limits the amount of room, the Airspace Tabulations may be cross referenced . The Airspace Tabulation may contain separate listings for • Special Use Airspace • Limits, Classifications, and Restrictions of Designated Airspace • Terminal Airspace
 §2.2.1.6 Cruising Altitudes/Levels A reminder showing the appropriate cruising altitudes or flight levels for VFR and IFR flight is included at the bottom of the back panel. This information is in the form of a cruising altitude rose (sometimes referred to as a “quad rose”) with magnetic or true bearing sectors. Bearings are magnetic unless followed by a “T”. In the United States, the degrees apply to the magnetic course and not the magnetic heading, but this varies occasionally for international operations and will be noted otherwise. The recommended altitudes for the direction of flight are contained within each sector of the cruising altitude rose. In this example, traffic heading 180 degrees to 359 degrees, or west, should fly at even thousand altitudes. Traffic heading 360 degrees to 179 degrees, or east, should fly at odd thousand altitudes. Cruising altitudes may be reported in feet, flight levels (hundreds of feet), and/or meters. You may also see the notation ”EQUAL FLs ”. This simply means cruising altitudes can also be reported in equivalent flight level measurements, for example, FL200 instead of 20,000’. On many charts outside the United States, a conversion table is also included to help convert feet to meters and vice versa.
§2.2.1.7 Cross-Reference Notes Due to space limitations, you may see the cross-reference notes on the front and back panel. §2.2.1.8 Other Special Instructions Other special instructions may be provided on the front and back panel of some series enroute charts, due to requirements of some special rules of country in the coverage.
§2.2.2 Orientation The primary orientation elements on the enroute charts are the: • Latitude and longitude grid • Magnetic variation line • Minimum off-route altitude grid (Grid MORA) • Limited topographic information
§2.2.3 Border Information Before you examine the symbols on the face of the chart, you can find important information in the border of the chart, outside the chart margins. The chart border may include: • Chart Scale • Projection Note • Panel Names and Numbers
§2.2.4 Panel Navigation There is some panel navigation information in the enroute chart border. Once you have needed chart in hand, there are several ways to quickly find the information that you may need, including: • ZIGDEX and Panel Numbers • Enroute chart overlap indicators • Area chart overlap indicators • “To Notes”
 §2.3 Navaids Navigation Aids (navaids) are presented in a similar manner on all Jeppesen charts. They are represented by a symbol defining the type of installation, communications information, and, depending on the chart series, supplemental information consisting of geographical coordinates, elevation, and magnetic variation or station declination. The Navaid components covered in this lesson include: • Symbology • Facility Information Boxes • Communications §2.3.1 Symbology The symbols of navaids shown as green in their descriptions below are printed in green on multicolor charts. All symbols are blue on single color charts. The variation in the color of the navaid symbology does not affect its meaning or use. Often you may find navaid symbology overlapping on an enroute chart and color variation is used to increase legibility. • VOR on Low and High/Low Charts • VOR on High Charts • VORTAC or VORDME • TACAN or DME • NDB on Low and High/Low Charts • NDB on High Charts • Compass Locator • Localizer • Marker beacons • GPS as a substitute §2.3.1.1VOR on Low and High/Low Charts Every VOR symbol on low and high/low enroute charts has a compass rose surrounding the location of the VOR and the 360° radial to indicate magnetic north. §2.3.1.2 VOR on High Charts For legibility purposes, on High altitude enroute chart, VOR symbols are reduced in size since the charts cover more area; that is, the scales are smaller than on Low charts. The single line extending from the symbol corresponds to a 360°radial to indicate magnetic north. The small tick at the end of the line is used to measure magnetic courses with the PV-5 plotter.
§2.3.1.3 VORTAC or VORDME A VORTAC is a facility consisting of two components, VOR and TACAN, which provides three individual services: VOR azimuth, TACAN azimuth, and TACAN distance (DME) at one site. Since VORTAC and VOR DME are functionally identical facilities for civilian users, Jeppesen uses a single symbol for both by simply combining the VOR and TACAN/DME symbol. The single line extending from the symbol corresponds to a 360°radial to indicate magnetic north. The small tick at the end of the line is used to measure magnetic courses with the PV-5 plotter. Most TACAN stations without a co-located VOR can be used by civilian DME units. Pure TACANs do not have compass roses since the azimuth cannot be used by most civilian pilots. Jeppesen’s symbol, a serrated circle, represents both TACAN and DME facilities. §2.3.1.4 TACAN or DME §2.3.1.5 NDB on Low and High/Low Charts NDBs are shown on Jeppesen Low and High/Low altitude enroute charts as a series of dots forming three concentric circles. The single line extending from the symbol corresponds to magnetic north. The small tick at the end of the line is used to measure magnetic bearings with the PV-5 plotter. §2.3.1.6 NDB on High Charts For legibility purposes, on High and High/Low altitude enroute charts, Nondirectional Beacins(NDBs) symbols are reduced in size since the charts cover more area; that is, the scales are smaller than on Low charts. The magnetic north pointer on NDB symbol is included to make it easier to measure magnetic bearings with a plotter. §2.3.1.7 Compass Locator Compass Locator symbols look similar to an NDB symbol. They are only shown on enroute charts when providing an enroute function or Transcribed Weather Broadcast (TWEB). Localizers are usually employed to provide course and distance information with respect to a runway during an approach, but in some instances localizers may also be combined with other facilities, fixes, or reporting points to form an enroute intersection. §2.3.1.8 Localizer Charts depict localizers to indicate availability at airports. The localizers that perform an enroute function are include with frequency, identifier, and bearing. The ones depicted to show localizer availability are shown without their frequency, identifier, and bearing. §2.3.1.9 Marker beacons Marker beacons, also known as fan markers, are depicted by a lens-shaped symbol. Though not commonly used for enroute purposes, occasionally a marker is used for position identification. The subtle difference in the shape of the marker refers to the elliptical array of the transmitted signal. When a maker is collocated with a locator, NDB, or intersection, the symbol changes as follows: • Markers with collocated Locator or NDB • Markers with collocated airspace fix or intersection §2.3.1.10 GPS as a Substitute In the U.S., the FAA allows the use of GPS as a substitute for all DMEs and NDB. In order to be authorized to substitute the GPS for NDBs and DMEs, the GPS avionics must be approved for terminal IFR operations. This new authorization essentially deletes the requirement for an ADF receiver to be in the airplane. There is one use that still remains for the ADF. It is still required to shoot an NDB approach that has not been approved as an overlay approach.
§2.3.2 Facility Information Boxes The facility box gives the name, frequency, two- or three-letter identifier, and Morse code identification. Other information may also be displayed, such as coordinates, the class of VOR, and even available communications. §2.3.2.1 On-Airway Navaid information is presented in a shadowed box when the navaid is an airway component. The name of the navaid, its frequency, identifier, and Morse code identification is noted. On-Airway VOR Generally, various coverage of VOR are distinguished by letters preceding the Navaid frequencies. Such as: • (T) —Terminal VOR • (L) —Low Altitude VOR • (H) —High Altitude VOR
There are two ways to determine whether VOR combined with DME: • Navaid symbol—VORTAC is a TACAN station collocated with VOR. TACAN can be used by civilian DME. Jeppesen’s symbol of TACAN and DME is a serrated circle. • D identifier—DME available. When VOR and TACAN/DME antenna are not collocated, a notation of “Not Collocated” is shown below the box. On-Airway DME
On high/low enroute charts, latitude and longitude coordinates are shown at the bottom of the information box for high altitude navaids. High altitude Navaid Some L/MF (low and medium frequency ) navaids are combined in the shadowed box even though they are not the part of the airway structure. They are used for course guidance for over lengthy route segments. Special L/MF Navaids LOC, SDF, LDA and MLS navaids are all identified by a round cornered box when they perform enroute function. This box includes frequency, identifier, Morse code identification, as well as inbound magnetic course. The box identification also indicates when DME is available through the localizer. Localizer Navaids Performed an Enroute Function Charts depict localizers to indicate availability at airports. §2.3.2.2 Off-Airway Navaids Off-airway navaids are unboxed on low and low/high enroute charts. On Low and Low/High Enroute Charts Off-airway navaids are boxed without a shadow on high altitude enroute charts. On high Enroute Charts TACAN facilities not associated with a VOR are listed with channel number and a VOR “ghost” frequency. The “ghost” frequency enables civilian users to access the DME signal. Coordinates are only shown on the high altitude charts. Off-airway TACAN Navaids are used in the airway system but that are located at an airport may have the airport and the navaid information grouped together. The navaid frequency and identifier are located below the location name of airport when the navaid name, location name and airport name are the same. Navaids located at an airport Marker beacon (or fan beacon) are shown on enroute charts if they identify a particular location along an airway or on the approach to an instrument landing. The marker beacon name and Morse code identification are shown next to the symbol. Marker beacon §2.3.2.3 Notations Facilities information boxes may contain parenthetical information further describing navaid conditions. • “*”:An asterisk specifies part-time hours of operation. • (DME not Collocated) (TACAN not Collocated): When the TACAN or DME antennae is not collocated with the VOR, this notation is shown below the VOR facility information box. • (May be Decmsnd): This notation reports that the Navaid may be decommissioned. The Navaid may or may not be operational. • (On Request): In order to use a Navaid with this notation, you must request that the Navaid be turned on. • (On Test): The Navaid has not been approved yet for navigational purposes and is still under testing. • (NDB unmonitored): The Navaid is not monitored by anyone. It may or may not be operational. • (Private): This Navaid is not owned by a state or federal entity. • (May be Shutdown): This Navaid may or may not be operational at any one time. • (May not be Comsnd): This commissioning note states that the Navaid has been charted, but has not been commissioned yet. Remote Communications Outlets (RCO) are unmanned communications facilities remotely controlled by ATC. An RCO may use UHF or VHF frequencies to extend the communications range of flight service stations. RCOs were established to provide ground-to-ground communications (for example, enroute clearances, departure authorizations, and instrument flight rules cancellations or departure/landing times) between ATC specialists and pilots located at a satellite airport. §2.3.2.4 Remote Communications Outlets and Whether transmitters As a secondary function, they may be used for advisory purposes whenever the aircraft is below the coverage of the primary air/ground frequency. RCOs can be associated with navaids and airports, or stand on their own at remote sites. When at remote sites, the RCO is indicated by a circle with a dot inside. A simple thin-lined communication box contains the name of the RCO. §2.3.3 Communications All of the FSS frequencies are shown on the charts near the antenna locations. Generally, the name of the FSS is printed above the navaid facility information boxes , along with applicable frequencies. Since the frequencies of FSS are typically in the 120 MHz range, often only the last two or three digits are shown; thus 122.2 is shown as 2.2. Frequencies in the 110s or 130s are not truncated. Note also that Jeppesen is in the process of changing the way frequencies are displayed to eliminate any truncation. §2.3.3.1 FSS near the Navaids When FSS or whether communication transmitter sites are located at, or very near navaids, information about the frequencies is shown above the navaid facility information boxes. The specific information included with the communication frequencies are varied depends on the situation. They may includes: • Call name • Name without frequency • Multiple call names • G (only listen) • US Enroute flight advisory service • HIWAS If the name of the FSS is same as the Navaid name, the communication frequencies are depicted directly above the navaid information box. Call Name If the name of the FSS differs from the Navaid name, the abbreviated name of the controlling FSS will shown with the frequency above the information box. In some cases, an FSS may transmit over a VOR, with no frequency available to receive. In this case, only the FSS name, in parentheses, appears above the navaid. Name without frequency Occasionally, more than one FSS may have a communication frequency listed with a Navaid. Multiple Call Name The letter “G” after the frequency indicates that the FSS only listens over, or guards, the frequency. It does not transmit over this frequency, but only over the frequency of the Navaid. G (only listen) WX (US Enroute flight advisory service) is a type of listening FSS of US. WX FSS provides special weather information service at certain time for pilot requirements according to type of airplane, desired airway and flight level. The operation time is between 0600 and 2200 LT. WX Hazardous In flight Weather Advisory Service (HIWAS) can be broadcast special weather advisories over selected navaids. Generally, HIWAS broadcasts SIGMETS, AIRMETS and PIREPS over selected VOR frequencies. HIWAS When HIWAS is available, ATC generally does not broadcast the advisories but instead tells pilots they exist and refers them to HIWAS. §2.3.3.2 FSS near the Airport As a matter of fact, most FSS frequencies are depicted not above the navaids information boxes but near the airport or airport information. Useable communication frequencies in the airport list above the airport information boxes in the following order: • ATIS (Automated Terminal Information Service) • ASOS (Automated Surface Observation System) • AWOS (Automated Whether Observation System) • RCO (Remote Communication Outlet) • LAA (Local Airport Advisory) • CTAF (Common Traffic Advisory Frequency) §2.3.3.3 ACC Communication Frequencies Normally, ACC controller will designate a new communication frequency for pilot when air traffic control handoff is happened. The ACC communication frequencies is used when pilot can’t contact the previous and next ACC. §2.4 Airway/Route Components Airways are corridors of airspace in the sky, usually controlled, defined, and flown by radio navigation aids or a self-contained navigation system. They help you fly specific routes and allow controllers to manage and predict enroute air traffic flow. Various countries use the term “airway” or “route” and ICAO regions use the term “ATS route”, but essentially the meanings are the same. An ATS route is specifically designed for channeling the flow of traffic as necessary for the provision of air traffic services. The term is used variously to mean airway, advisory route, controlled or uncontrolled route, arrival or departure route, and so on. The airway information provided on charts, including: • Airway types and designators • Course guidance • Airspace Fixes • Mileage • Altitudes §2.4.1 Airway Centerlines A dark, solid line defines most airway centerlines. The line thickness may vary depending on the congestion of the area. However, there are several special cases of airway centerlines, such as dashed line, green line and thick solid line. §2.4.1.1 Airway to an Alternate Airport An airway may be identified by a dashed line, indicating route to an alternate airport. §2.4.1.2 Overlying High Altitude Airway On low or high/low altitude charts, overlying high altitude airway are shown in green. §2.4.1.3 RNAV Airway RNAV airway are depicted with a thick solid line on the enroute charts. §2.4.2 Airway Types and Designators Airways are referred to by the letter and number designation shown along the airway on the enroute chart. Both the designators themselves, and the way they are depicted on the chart, provide information about the type of airway shown. §2.4.2.1 Airway Designators Airway designators are shown in boxes along the airway they name. Many of these, such as victor airways and jet route, are shown with white letters in a black box for distinction. Airway designators may be used simply to provide a way to refer to the airway. For example, some countries designate certain routes by a color name. For example, an “A” would denote an Amber airway. Other countries use the phonetic alphabet in lieu of color names, so “A” would be an Alpha airway. In other cases, the designator stands for something more specific. For example, the United States uses a J for JET routes on enroute charts. Most countries have designated specific letter to refer to RNAV routes. 无B-X RNAV配备的航空器所使用的航路（欧洲） W 白色，Whiskey航路 V Victor航路 U 高空航路。航路或者航线或者其中的部分航段划设在高空空域。 SP 超音速区域导航航路 RR 加拿大R航路 R 红色，Romeo航路，东西支航路， PDR 预定航路 OTR 海洋过渡航路 NAT 与北大西洋组织航迹结构相联的航路 K 主要为直升机划设的低空航路或者航线 J 喷气机航路 HL 高空航路 H 高空航路 GR 海湾航路 G 绿色，Golf航路，东西主航路 DOM 国内航路。外国经营人使用需特别批准。 D 直飞航路。需要ATC的许可，不可用于填报飞行计划 BR 巴哈马航路、加拿大Bravo航路 B 兰色，Bravo航路，南北支航路 AWY 航路 ATS 未公布识别代号，但提供ATS服务的指定航路 AR 大西洋航路、加拿大Alpha航路 ADR 咨询航路 A 琥珀色，Alpha航路，南北主航路 含义 航路代号 前缀 1，2，3 条件航路的类别（欧洲） 1，2 条件航路的类别（欧洲） 1 条件航路的类别（欧洲） 在飞行高度层5700米（含）以下的所需导航性能类型1 （RNP1）的航路，字母Z表示航路上30至90度之间的所有转弯 必须在直线航段间正切圆弧允许的所需导航性能精度容差内 进行，并限定转弯半径为28公里； Z 在飞行高度层6000米（含）以上的所需导航性能类型1 （RNP1）的航路，字母Y表示航路上30至90度之间的所有转弯 必须在直线航段间正切圆弧允许的所需导航性能精度容差内 进行，并限定转弯半径为42公里； Y W 西 V VOR航路 UL 区域导航航路 S 南 R 区域导航航路 N 北 L 中低频航路 G 仅提供飞行情报服务 F 仅提供咨询服务 E 东 含义 航路代号 后缀 §2.4.2.2 One-way Airway Some airways allow only one-way traffic patterns. One-way airways are indicated with an arrow symbol. When hours are displayed below the one-way airway designation, it means that one-way traffic is preferred during the hours listed, but two-way traffic is allowed during all other hours. §2.4.2.3 Pre-requirements Airway Some airways require the action of the pilot before you can fly them. A “PPR” along an airway centerline indicates that prior permission is required for flight in the direction of the accompanying arrow. You must obtain permission from the controlling agency before flying this type of airway. Airways with an “FPR” designation have a flight plan requirement that dictates you must file a flight plan before flying them.
§2.4.3 Course Guidance Navaids, particularly VORs and NDBs, provide positive course guidance for airway navigation. Enroute charts include information about these navaids, headings, and other course guidance information. §2.4.3.1 VOR Radials Most airways are based on VOR radials, which include those from VOR, VORTAC, and VOR/DME stations. Near the VOR symbol, enroute charts list the VOR radial upon which the airway is based.
§2.4.3.2 NDB Bearings Low frequency airways are defined by NDB magnetic bearings from the navaid, and are depicted on most charts in green. Since VHF and LF airways often overlap, the use of green versus black for LF airways helps distinguish between the VHF radials and LF magnetic bearings.
§2.4.3.3 MC and TC In most case, all kinds of courses on the charts are magnetic courses (MC). Course guidance in the high-latitude area, such north of the Canada, are based on true bearing. In this case, there are indicated with a “T” following the course numbers. §2.4.3.4 Changeover Points When flying an airway, you normally change frequencies midway between navaids, unless a changeover point (COP) is designated. A COP is the point along an airway where the navaid frequency should be changed. COP symbology includes the mileage from each station to the COP.
§2.4.3.5 Gap in Nav-signal Coverage A gap in nav-signal coverage, shown as two black rectangles along an airway, may cause a COP to be detached. §2.4.4 Airway Fixes Airway fixes are simply designated locations along an airway or route that can provide a means for checking the progress of a flight. They are often located at points where the airway turns or at a place that provides a positive means of establishing a position. Intersections, waypoints, database identifiers, and reporting points, are all considered fixes. The term “fix” is used here to describe an intersection, waypoint, reporting point, or any other designated point along an airway. However, there are differences between these terms: • The location of intersections is determined by ground-based navaids. The exact position is given as a VOR radial (or NDB magnetic bearing) and the DME mileage from the navaid. §2.4.4.1 Types of Fixes • The term waypoint is generally reserved for positions that can only be determined by area navigation (RNAV) equipment or GPS. The exact location for a waypoint is shown as its lat/long geographic coordinates. A fix may be based on one or more of the following: • Intersection of two airways • Intersection of two VOR radials, or NDB bearings • Intersection located by DME • Geographic coordinates 2. Location Mode §2.4.4.2 Intersections Enroute charts identify most intersections with a triangle symbol. At a Navaid, a dot in the triangle symbol represents a fix collocated with a Navaid. Sometimes the triangle in the navaid symbol may be omitted. The name of the navaid represents the intersection name.
The location of the intersection along an airway is typically defined by a radial from a VOR or a magnetic bearing to an NDB. An intersection can also be located by DME. These fixes are identified with a “D” and an arrow that points from the navaid to the fix. If it is unclear which navaid is the basis for the DME, the navaid identifier follows the DME distance.
§2.4.4.3 Reporting Points The intersections of the airway are also named as reporting points. The reporting points can be used as air traffic controlling, altitude changing and approach transition points. Enroute charts depict most fixes as either noncompulsory or compulsory reporting points. In a nonradar environment, pilots are required to make a position report when passing over a compulsory reporting point. These are identified on enroute charts by a solid triangle. Sometimes the same point can be compulsory and nomcompulsory, depending on which airway you are flying . At noncompulsory reporting points, position reports are not required unless requested by a controller. Along some routes, enroute charts indicate that a meteorological report is required upon crossing the intersection. The symbol for such a reporting point is a capital M with a circle around it. If the reporting point only applies to certain routes, the route will be annotated to the symbol. A meteorological report is made to the controlling ground station (or to another station if indicated), and should include the following items: • Air temperature • Wind • Icing • Turbulence • Clouds • Any other significant weather §2.4.4.4 CNFs and Mileage Break Points Computer Navigation Fixes (CNFs) are used for defining the navigation track for an airborne computer system (e.g., GPS or FMS). A CNF is generated by the onboard database and displayed on the avionics screen. On the enroute chart, CNFs are enclosed in brackets or indicated with an “X”, to aid in identifying them. Sometimes, they are further identified by geographic coordinates. A mileage break point indicates a point where the course changes direction, but no fix is indicated. It is shown on the chart as “×” on the airway and it is used to isolate segments when no published fixe exists. Beginning in 1998, the United States and other countries began assigning five-letter names to previously unnamed fixes and mileage break points on DPs, enroute and area charts, and STARs. CNFs are not used in position reporting, ATC requests, or for flight planning purposes. §2.4.4.5 Waypoints A waypoint is designated by a star symbol (). Waypoints are defined relative to a VORTAC or VORDME, or in terms of lat/long coordinates. Waypoints may be any of the following types: • Predefined, published waypoints • Floating waypoints • User-defined waypoints
§2.4.4.6 Bypass When an airway passes over a fix that is not used for course guidance or reporting, the airway centerline sometimes passes around, or bypasses the symbol. In rare cases, an airway turns at a fix without using it. Sometimes, an explanatory note on the chart clarifies the proper use of the fix.
§2.4.5 Mileage Enroute charts annotate airways with mileage figures between adjacent navaids, fixes, and mileage break points. §2.4.5.1 Segment Mileage The length of each airway segment is annotated in small, bold numbers directly on the airway. These distances may be either in nautical miles or DME mileage. When the DME symbol is shown without a number, the DME mileage is the same as the segment mileage. §2.4.5.2Total Mileage between Two Navaids The total mileage between two navaids is printed in a hexagonal box. The total mileage box may have directional pointers when there are multiple airway designators. The pointers parallel the airway centerlines along which the mileage applies.
§2.4.6 Altitudes Enroute charts also annotate airways with the altitudes at which you are expected to fly while on the airway. These annotations include: • Minimum enroute altitude (MEA) • Minimum obstruction clearance altitude (MOCA) • Enroute minimum off-route altitude (Enroute MORA) • Maximum authorized altitude (MAA) • Minimum crossing altitude (MCA) • Minimum reception altitude (MRA) • Even and odd altitudes The minimum enroute altitude (MEA) is the most common airway altitude shown on charts. It is ordinarily the lowest published altitude between radio fixes that guarantees adequate navigation signal reception and obstruction clearance (2,000 feet in mountainous areas and 1,000 feet elsewhere). §2.4.6.1 MEA
§2.4.6.2 MOCA MOCA is the lowest published altitude in effect between radio fixes on VOR airways, off airway routes, or route segments. A MOCA is similar to an MEA, but MOCA ensures a reliable navigation signal only within 22 nautical miles of the facility, whereas an MEA provides reliable navigation signals throughout the entire segment. MOCA is shown by a “T” after the altitude. The obstruction clearance of MOCA is similar to MEA. That is 2,000 feet in mountainous areas and 1,000 feet elsewhere.
A enroute MORA is an altitude derived by Jeppesen that provides reference point clearance within 10 NM of the airway centerline (regardless of the airway width) and fixes. Enroute MORA values clear all reference points by 2,000 feet in areas where the highest reference points are 5001 feet MSL or higher, while by 1,000 feet in areas where the points are 5000 feet MSL or lower. Enroute MORA are denoted by an altitude figure with an “a” suffix. §2.4.6.3 Enroute MORA
§2.4.6.4 MAA A maximum authorized altitude (MAA) is a published altitude representing the maximum usable altitude or flight level for an airspace structure or route segment. It is the highest altitude on a Federal airway, jet route, RNAV low or high route, or other direct route for which an MEA is designated at which adequate reception of navigation signals is assured. Maximum authorized altitude, shown by “MAA” followed by the altitude. §2.4.6.5 MCA A minimum crossing altitude (MCA) is the lowest altitude at which an aircraft can cross the fix when proceeding in the direction of a higher minimum enroute IFR altitude (MEA). MCA indicated by “MCA” along with any necessary information, such as the affected airway and direction of flight.
§2.4.6.6 MRA A minimum reception altitude (MRA) is the lowest altitude that ensures adequate reception of the navigation signals forming an intersection. MRA indicated by “MRA” along with any necessary information, such as the affected airway and direction of flight.
§2.4.6.7 Even and Odd Altitudes On some routes, flight levels are used which are contrary to the standard cruising altitude/direction of flight convention. In these instances, an arrow with the letter “E” or “O”, is shown to depict whether even or odd altitudes should be flown in the direction of the arrow. When all altitudes, even and odd, are available on an airway, enroute charts use “E&O” with a directional arrow. §2.4.6.8 MEA Change The bar symbol indicates MEA changing, limiting of MAA applicability or MAA changing. Also MOCA or MORA change when MOCA or MORA is charted with no MEA. Symbol is omitted at navaid.
§2.5 Airports Low and high/low altitude enroute charts offer a lot of information about airport facilities and services, including: • Airport name and location • Type of airport • Airport elevation and runway information • Weather and airport communications §2.5.1 Airport name and location Every airport appearing on an enroute chart includes the following identifying information: • The location of the airport • The airport name (if different from the name of the location) • The ICAO (4 letters) or Jeppesen NavData airport identifier (3 alphanumeric characters)
 §2.5.2 Type of Airport The symbology used on enroute charts to identify airports helps you immediately determine the type of airport it is. Specifically, you can tell at a glance if the airport is: • VFR or IFR • Civilian or Military • Seaplane Base or Heliport §2.5.2.1 VFR or IFR Airport Enroute charts group airports into two categories, IFR airport with at least one published standard instrument approach procedure (SIAP), VFR airport with none. Enroute charts always show airport symbology and its associated text in the same color. Enroute charts display the IFR airport symbol and related information in blue. Location name of the IFR airport is indicated with capital letters. VFR airport symbol and related information display in green on enroute charts. Location name is indicated with lowercase.
§2.5.2.2 Civilian or Military Airport §2.5.2.3 Seaplane Base or Heliport Airport
 §2.5.3 Airport Elevation and Runway Information In addition to the type of airport, the enroute chart may include additional information about the airport and its runways. Airport elevation is listed in feet MSL below the airport name. In addition to the elevation, two or three digits denote the length of the airport’s longest runway in hundreds of feet. The figure is rounded to the nearest hundred with 70 feet as the dividing point. For example, a 6669-foot runway is listed as “66”, whereas a 6671-foot runway shows as “67”. An “s” after the runway length denotes a soft surface.
§2.5.4 Weather and Airport Communications Above the airport name, enroute charts often provide more information about communications availability and requirements, as well as weather services available at that airport. The services and requirements are similar throughout the world, but differ by region in name and details. • U.S. and Canada Weather Information • U.S. Airport Communications • Canadian Airport Communications • Airport Weather Information and Communications Outside the U.S. and Canada §2.5.4.1 U.S. and Canada Weather Information On North American charts, terminal and enroute weather stations located at a particular airport are shown above the airport name. These stations may include one of the following weather services: • ASOS • AWOS • EFAS • ASOS: Automated Surface Observation System. ASOS, in the US, is a surface weather observing system implemented by the National Weather Service of FAA and DOD. ASOS provides continuous minute-by-minute observations and performs the basic observing functions necessary to generate an aviation routine weather report (METAR) and other aviation weather information. ASOS information may be transmitted over a discrete VHF radio frequency or the voice portion of a local NAVAID. • AWOS. An automated weather observation system transmits local real-time weather data directly to the pilot. There are four AWOS information levels:  AWOS-A only reports the altimeter setting.  AWOS-1 usually reports the altimeter setting, wind, temperature, dew point, and density altitude.  AWOS-2 reports the same as AWOS-1, plus visibility.  AWOS-3 reports the same as AWOS-2, plus cloud or ceiling data. • EFAS: An airport with an enroute flight advisory service (EFAS), shows the call name followed by “-WX” along with the last two digits of the frequency. (The first two digits are understood as “12”.) An asterisk before the frequency denotes part-time operation.
§2.5.4.2 U.S. Airport Communication If present, any of the following airport information and communication may be depicted above the airport name on a U.S. enroute chart. An asterisk indicates that these services operate part-time. • ATIS (D-ATIS) • CTAF • FSS • LAA Automatic terminal information service is a continuous, recorded broadcast of noncontrol information provided at busy airports. This airport advisory information helps to improve controller effectiveness and reduces frequency congestion. ATIS The common traffic advisory frequency is designed to carry out airport advisory practices while operating to or from an uncontrolled airport. The CTAF may be a UNICOM, Multicom, FSS, or control tower frequency. CTAF A flight service station provides a number of essential functions for both IFR and VFR aircraft. In addition to conducting weather briefings and handling flight plans, the also provide local airport advisories (LAAs). FSS Local airport advisory service is provided by FSSs or the military at airports not serviced by an operating control tower. This service provides information to arriving and departing aircraft about wind direction and speed, favored runway, altimeter setting, pertinent known traffic and field conditions, airport taxi routes, traffic patterns, and authorized instrument approach procedures. LAA information is advisory and does not constitute an ATC clearance. LAA §2.5.4.3 Canadian Airport Communication When available, the following designations are listed above the airport name on Canadian charts along with their radio frequencies. • AAS: Airport Advisory Service • ATF: Aerodrome Traffic Frequency • RCO: Remote Communications Outlets • FSS: Flight Service Station • MF: Mandatory Frequency • U: UNICOM §2.5.4.4 Outside the U.S. and Canada Most airport weather information outside the U.S and Canada, such as information on obtaining weather reports and forecasts, is contained behind the Meteorology sections of the Airway Manual. The aerodrome flight information service (AFIS) and ATIS are provided in regions outside the U.S. and Canada.
§2.6 Airspace §2.6.1 Controlled and Uncontrolled Many countries divide their airspace into controlled airspace and uncontrolled airspace. • Controlled: Controlled airspace is an area of defined dimensions within which air traffic control service is available. Controlled airspace is depicted with white background. • Uncontrolled: Uncontrolled airspace is all airspace that is not controlled. Uncontrolled airspace is tinted gray on fullcolor enroute charts. Note that uncontrolled airspace over water is bulegray.
§2.6.2 Airspace Classifications Airspace is categorized into a variety of airspace classifications, denoted by letters. Although these ICAO designations are used in much of the world, the dimensions, equipment requirements, and restrictions for each airspace class often vary from country to country. §2.6.2.1 ICAO Designations Class A is the most restrictive airspace classification and requires the most amount of pilot experience and control by ATC. All aircraft in Class A must be operated under IFR and the pilot must have and instrument rating. Class A Airspace Class B airspace contains or covers the busiest air traffic environments to ensure more complete control over aircraft in congested airport environments. In Class B airspace, both IFR and VFR flight is permitted; however, both types are under Air Traffic Control and are separated from one another. The configuration of each Class B area is individually tailored to its airport environment. Class B Airspace Both IFR and VFR flights are permitted and all flights are under Air Traffic Control Services in Class C Airspace. IFR traffic receives separation from both IFR and VFR flights, while VFR flights are only separated from IFR and receive traffic information concerning other VFR flights. Class C Airspace Class D and E airspace are often associated with control towers around less busy airports. Often, Class E airspace lies adjacent to Class D to enable instrument pilots to remain within controlled airspace while performing an instrument approach. In fact, at airports with a part-time tower, Class D airspace may revert to Class E when the tower is closed. Class D/E Airspace Class D airspace may be designated for terminal enroute purposes. In Class D airspace, all flights are subject to ATC service. IFR flights are separated from other IFR flights and receive traffic information concerning VFR flights. VFR flights receive traffic information concerning all other flights. Class D airspace Class E airspace is generally designated for enroute. Most low-level airways are Class E, unless otherwise assigned. In Class E airspace, only IFR flights are subject to ATC service. IFR flights are separated from other IFR flights. All flights receive traffic information as far as practical. Class E airspace §2.6.2.2 Airspace Classifications in China Upper Control Area, Medium and Lower Control Area, Terminal (Approach) Control Area, and Tower Control Area are set up on airway zones and civil airport regions in china. In most case, airspace is divided into class A, B, C and D airspace according to different control areas in china. Class A Airspace is upper control area. The floor of Class A airspace corresponds to FL 6,000 (not including) meters. During flight within Class A airspace, pilots must comply with IFR and maintain separation from other aircrafts given by the ATC. Class A Airspace Class B airspace is medium and lower controlled area, which extends from FL 600 meters to FL 6000 ( including) meters. You can operate within the Class B airspace either under VFR or under IFR according to meteorological condition. Class B Airspace Class C Airspace extends from FL 600m to the ceiling of FL 6,000m (included), but laterally, it extends from the airport reference point to radius of 50 kilometers or the entrance of the air corridor (if exists). All of the flights in Class C Airspace can be complied with IFR or VFR. Class C Airspace Class D Airspace is airport control zone airspace. Class D Airspace extends from ground to the first holding pattern level, includes traffic pattern region and segments after the FAF. All operations within Class D Airspace can be complied with IFR or VFR. Class D Airspace §2.6.2.3 Airspace Classification in U.S. The classes of airspace were created and then specified in FAA FAR Part 71. Airspace is divided into class A, B, C, D, E, F and G in U.S.A. Class A Airspace Class A airspace is the most restrictive and requires the most amount of pilot experience and control by ATC. In the United States, Class A airspace begins at 18,000 feet MSL and extends up to FL 600.
Class B airspaces surround the nation’s busiest international airports. Aircrafts operating within Class B airspaces must be equipped with two-way radio communication system, and an available VOR or VORTAC receiver. A requirement for a 4096 code transponder with mode C automatic altitude reporting capability is associated with Class B airspace. Class B Airspace Class C airspace is similar to Class B. About 120 airports belong to Class C airspace in U.S. The center of Class C airspace is the primary airport. This airspace usually consists of a 5 NM radius core surface area that extends from the surface up to 4,000 feet MSL. Two-way radio communications with the appropriate ATC facility are requited prior to entry this airspace. Class C Airspace Airspace from the surface to 2,500 feet MSL surrounding those airports that have an operational control tower. Runway is the airspace center. Radius of airspace is 4.3 NM. Class D Airspace Class E airspaces are controlled airspaces, extend from 700 or 1200 feet AGL to 18,000 feet MSL. Operation in this airspace can be complied with IFR or VFR. Class E Airspace Class F airspace is uncontrolled airspace. Class F Airspace Class G Airspace The ceiling of Class G airspace is from surface to 700 or 1,200 feet AGL. Class G airspace (uncontrolled) is that portion of airspace that has not been designated as Class A, Class B, Class C, Class D, or Class E airspace. §2.6.2.4 Controlled Airspaces on Enroute Charts Controlled airspace is depicted on an enroute chart by control area boundaries. On the boundary itself, you will find the specific airspace class of the airspace. Within the boundary, look for sector boundaries, as well as upper or lower limits of the airspace. The control area boundary of Class A airspace is shown by a wide, maroon line. Class A Airspace The control area boundary of Class B airspace is similar to Class A shown by a wide, maroon line. Lines appear under (lower limit) or over (upper limit) each limit indicating the limits of altitude in hundreds of feet MSL. Class B Airspace
The control area boundary of Class C airspace is shown by a wide, blue line. Class C Airspace The control area boundary of Class D/E airspace is shown by a thin, white dashed line. Class D/E Airspace §2.6.3 Type of Designated Airspace In addition to airspace classifications, there are also types of designated airspace. Both use the same symbology. Types of designated airspace include: • FIR/UIR • CAT/UAT • TMA • CTR
§2.6.3.1 FIR/UIR An FIR is a country’s area of responsibility for air traffic control and flight information. A country’s airspace always consists of at least one FIR, though a country may designate more than one within their area of responsibility. For example, airspace of china has been divided into 10 FIRs and 1 Area of Jurisdiction . There are Shenyang, Beijing, Shanghai, Kunming, Guangzhou, Wuhan, Lanzhou, Urumqi, Hongkong, and Taipei. Sanya is an Area of Jurisdiction.
The FIR/UIR boundary name, identifier and airspace category are depicted on an enroute chart with a barbed line. For the limits of the FIR and UIR, you would refer to the front or back panel of your enroute chart in the designated airspace box. §2.6.3.2 CAT/UAT Control Areas (CATs) and their counterparts, Upper Terminal Areas (UATs) are volumes airspace and UATs reside within upper airspace. Whereas FIRs are defined by the country, CTAs and UTAs represent areas of specific Air Traffic Control responsibility within the country’s FIR. In some countries, Air Traffic Control Centers (ACCs) or Air Route Traffic Control Centers (ARTCCs) serve the functions of CTAs/UTAs.
Terminal Maneuvering Area (TMA) is normal established at the confluence of ATS routes in the vicinity of one or more major aerodromes. TMA provides safe and efficient air traffic control service for aircraft arrival and departure . TMA can be any types of airspace. On an enroute chart, TMA boundaries are depicted with a solid maroon or blue line. §2.6.3.3 TMA
§2.6.3.4 CTR In contrast to Control Areas, airspace delegated to a control tower is called a Control Zone (CTR). CTRs generally begin at the surface and extend to a specific limit. CTR provides airport control service for appropriate aircraft. CTR boundaries, regardless of airspace classification, are depicted by a blue dashed line with airspace classification inset in the outline.
Related to CTR are ATZ and TIZ. An aerodrome traffic zone (ATZ) is a term for specific airspace established around an airport for the protection of airport traffic. In an uncontrolled ATZ, aircraft broadcast intentions and listen on the standard enroute frequency. Uncontrolled ATZs are shown as solid lines. A traffic information zone (TIZ) is Class G airspace where continuous two-way communication is required. §2.6.4 Special Use Airspace In addition to above-mentioned designated airspaces, enroute charts designate many types of special use airspaces (SUAs), which are belonged to uncontrolled airspaces, such as prohibited area, restricted area, warning area, etc. On enroute charts, SUAs are depicted with maroon and green dashed lines.
 
Each special use area also has an accompanying label that indicates its country, with some exceptions, type of special use airspace, and identification number. When space allows, it may also list upper and lower limits, hours of operation, or the controlling agency on the chart. For special use airspace located in congested areas, enroute charts provide additional information on a separate list elsewhere on the chart.
 §2.7 Boundaries Enroute charts contain numerous boundary lines, depicting borders of airspace classes, countries, time zones, controlling agencies, and defense zones. This lesson explains the symbology for two broad categories of boundaries. • Geographical boundaries identify political entities, time zones, and charted regions. • Procedural boundaries depict areas with different procedures or requirements. §2.7.1 Geographical Boundaries Enroute charts include specific designations for several types of geographic boundaries. • Political boundaries • Time zone • Chart boundaries §2.7.1.1 Political Boundaries Political boundaries identify international, state, or provincial borders. International boundaries are depicted with a broken black line on enroute charts. Often, political boundaries coincide with time zones, airspace, or procedural boundaries.
§2.7.1.2 Time Zone Boundaries Time zone boundaries depict longitudinal divisions where differences in local time and UTC occur. A black line of small “T” depicts a time zone boundary on an enroute chart. These boundaries are annotated with the conversion of local time to UTC. Like political boundaries, time zone boundaries frequently coincide with other types of boundaries.
§2.7.1.3 Chart Boundaries Chart boundaries identify regions that are covered by other charts. Adjacent and overlapping enroute chart boundaries are shown with blue shaded lines. A blue label identifies the chart type (high, low, or high/low) and number, and an arrow points to the area that represents the adjacent chart.
Area charts, typically provided to cover hightraffic regions, are identified by shaded gray dashed lines. §2.7.2 Procedural Boundaries Procedural boundaries depict areas with different procedures or requirements. On enroute charts, there are following categories of procedural boundaries: • Controlling agencies • QNH/QNE • Air defense identification zones (ADIZ) • Reduced vertical separation minimums §2.7.2.1 Controlling Agencies Enroute charts depict the areas of responsibility of a controlling agency, the authority that has jurisdiction over an airspace region. One type of controlling agency is an air route traffic control center (ARTCC). ARTCCs are established primarily to provide air traffic service to aircraft operation on IFR flight plans within controlled airspace during the enroute phase of flight.
§2.7.2.2 QNH/QNE QNH/QNE boundaries differentiate between regions with different procedures for altimeter settings: • In QNH regions, the altimeter displays mean sea level altitudes based on local station pressure setting. • In areas marked as QNE, the altimeter is set to standard pressure: 29.92 inches of mercury, 1013.2 hp, or 1013.2 millibars.
§2.7.2.3 ADIZ Within airspace designated as an air defense identification zone (ADIZ), the identification, location, and the control of aircraft is required. The special procedures within these zones are required in the interest of national security. §2.7.2.4 RVSM Reduced Vertical Separation Minimum (RVSM) airspace is where the vertical separation of aircraft is reduced from 2,000 feet to 1,000 feet between specific flight levels (FL290 and FL410 (including)). RVSM is applied only between aircraft that meet stringent altimeter and autopilot performance requirements. The symbology for RVSM airspace boundaries is a maroon shaded and dotted line with an RVSM airspace label and flight levels on the applicable side. §2.8 Holding Procedures Holding procedures are used by ATC for delaying airborne aircraft, to help maintain separation and approach sequence, and to smooth out traffic flow. Air traffic controllers issue a holding clearance if they anticipate a delay before the aircraft arrive or approach. Issued typically at least five minutes before you arrive at the clearance limit or fix, the holding clearance gives you instructions about the holding pattern you are expected to execute. Some holding patterns are indicated on charts, but others are given as instructions from air traffic controllers. §2.8.1 Published Holding Patterns Published holding patterns will include the following information as appropriate: • Holding fix • Direction • Leg length • Altitude • Speed
§2.8.1.1 Holding Fix A holding fix begins and ends each circuit of the holding pattern. A fix may be an intersection, navaid, waypoint, or DME distance from a navaid. §2.8.1.2 Holding Direction A holding pattern is defined by the direction from the holding fix, a line of position on which to fly one leg of the pattern, and the direction of the turns. Shaped like an oval racetrack, holding patterns generally are of two types. In a standard holding pattern, the turns are to the right, while a nonstandard holding pattern uses left turns. §2.8.1.3 Leg Length Generally, standard leg length of holding pattern depends on time of outbound. At or below 14,000 feet (4250 meters) MSL, the inbound and outbound legs are typically defined as 1-minute no-wind straight segments. Above 14,000 feet (4250 meters) MSL, the straight segments are 1.5 minutes long, or more with increment of 0.5 minute .
§2.8.1.4 MHL If there is a minimum holding level associated with a holding pattern, it’s listed with the holding pattern symbol. §2.8.1.5 Holding Speed Since the size of the holding pattern is directly proportional to the speed of the airplane, ATC limits the amount of airspace reserved for holding by imposing maximum holding speeds for specific altitude ranges. When holding patterns have additional speed restrictions to keep faster airplanes from flying out of the protected area, it lists the airspeed (IAS) limit.
§2.8.1.6 Holding Instruction Pilot must execute holding procedure according to published holding pattern, unless he receive another instruction, if there is a published holding pattern on the chart. The instruction by ATC for a published holding pattern contains the following information: • Direction to hold from the holding fix • Holding Fix • Expect further clearance (EFC) time When approaching a clearance limit without holding instructions, pilot must execute the following specific procedures to maintain enough separation : • Request further clearance before arrive holding fix • Execute published holding procedure if not receive further clearance The clearance for a holding pattern that is not on a chart (nonpublished) contains additional information than the clearance provided for a published holding procedure: • Direction to hold from the holding fix • Holding fix • Holding course (a specified radial, magnetic bearing, airway, or route number) §2.8.2 Nonpublished Holding Procedures • Outbound leg length in minutes, nautical miles when DME is used, or RNAV waypoint • Nonstandard pattern (if used) • Expect further clearance (EFC) time When approaching a clearance limit without holding instructions and a holding pattern is not charted, hold on the inbound course using right turns. §2.8.3 Holding Pattern Entry Procedure Generally, there are three holding pattern entry procedures that have been developed to enable you to get properly oriented on the holding course without excessive maneuvering. The type of entry pattern used depends on your magnetic heading relative to the holding course upon arrival at the holding fix. Holding pattern entry sectors are established by imagining a line at 70° across the holding course. For example, if the holding course is the 090°radial from a VOR, the entry sectors are defined by a line through the fix coinciding with heading of 020° and 200°.
 
 §2.9 Communications Procedures Communications procedures include: • Radar Handoff • Reporting Procedures • Descent Clearance • Loss of communications §2.9.1 Radar Handoff During the enroute phase, flights that transition from one air traffic control (ATC) facility or traffic service (ATS) unit, to the next require a handoff, or transfer of control. These transition boundaries are depicted on enroute charts with black barbed lines.
The handoff procedure is similar to the handoff between other radar facilities, such as departure or approach control. During the handoff, the controller whose airspace you’re leaving issues instructions that include the: • Name of the facility • Appropriate frequency • Other pertinent remarks §2.9.2 Reporting Procedures In addition to acknowledging a handoff from one controller to another, you are required to make other reports without a specific request from a controller. Certain reports are mandatory, and others are necessary only if radar contact has been lost or terminated. Generally, you should report to a controller if you: • Leave one assigned altitude or flight level for another • Make a VFR-on-top change in altitude • Leave any assigned holding fix or point • Are unable to climb or descend at least 500 feet per minute • Change your true airspeed by 5% or 10 knots, whichever is greater, from that filed in a flight plan • Reach a holding fix or clearance limit (time and altitude or flight level) • Lose nav/comm capability • Encounter unforecast weather or safety of flight information If not in radar contact, you should make additional reports when you: • Deviate from an ETA more than 3 minutes • Leave the FAF inbound on a nonprecision approach • Leave the OM on a precision approach Contents of routine airborne position reports may vary slightly due to differences in state rules and procedures. Position reports should include: • Aircraft identification • Aircraft position • Time • Altitude or flight level • ETA over the next reporting fix • Next reporting point §2.9.3 Descent Clearance When aircraft near the destination, controllers issue a descent clearance that ensures arrival in approach control airspace at an appropriate altitude. There are two types of descent clearances: • For the first type of descent clearance, a controller instructs you to descend and maintain a specific altitude, for enroute traffic separation purposes. • For the second type of descent clearance, “at pilot’s discretion”, you may begin the descent whenever you choose, as long as you do not descend below the MEA shown on the chart. §2.9.4 Loss of Communications If you experience two-way radio communication failure, and set the transponder to squawk code 7600, the information block on the ATC radar screen alerts the controller. For exercising emergency authority, your transponder setting is 7700, and for a special emergency, 7500. In the event of two-way radio communication failure while operating on an IFR clearance in VFR conditions, you typically would continue the flight under VFR and land as soon as practicable. If aircraft must continue the flight under IFR after experiencing two-way communication failure, pilot should fly one of the following routes: • The route assigned in your last ATC clearance received. • If you are being radar vectored, the direct route from the point of radio failure to the fix, route, or airway specified in the radar vector clearance. • In the absence of an assigned route, the route you were advised to expect in a further clearance. • In the absence of an assigned or expected route, the route filed in your flight plan. §2.10 Area Charts Area charts depict navigational information in a larger scale than other enroute charts, and are often easier to use for IFR operations in high-traffic regions. They are published for major terminal areas when any of the following conditions exist: • Navaid and airway data is congested on the enroute chart. • Terrain awareness is a concern. • Terminal information is not adequately covered on an enroute chart.
In general, area chart symbology is similar to that used on any enroute chart. However, there are a few exceptions. This lesson discusses the following information unique to area charts: • Coverage • Airports • Terrain • Man-made structures • Departure and Arrival Routes • Speed Limits §2.10.1 Coverage Most area charts are one-sided, although some that cover a large area are twosided. An area chart may include several large cities, but it takes the name of the largest within the area it covers. The area chart’s name is located in the upper right corner.
§2.10.2 Airports Area charts contain the following unique information related to airports: • Runway Configurations • Communications Box • DME arcs §2.10.2.1 Runway Configurations §2.10.2.2 Communications Box Communication frequencies for main airports depicted on an area chart are printed in a communications box which, depending on space, may be on the face of the area chart, or on the back. Typically, the available frequencies for each major airport are listed, such as Approach, Radar, Tower, Ground, and ATIS.
§2.10.2.3 DME Arcs Area charts may display one or more DME arcs around major airports when terrain is a concern. These circumferences are printed as blue lines and labeled with a “D” followed by the DME distance. DME arcs provided to help pilot maintain situational awareness near airport environments.
§2.10.3 Terrain Terrain contour lines and contour values are depicted on area charts when the chart’s coverage rises more than 4,000 feet above the main airport. §2.10.4 Man-made Structures One more feature of area charts not found on enroute charts is an obstruction symbol. Some area charts depict man-made structures with a symbol and the printed elevation of the structure in feet MSL. Generally, a symbol representing a manmade structure having a height of at least 1000 feet or more above ground level.
§2.10.5 Departure Arrival Routes On certain area charts, arrivals and/or departure tracks are depicted and distinguished from other airways. These routes have distinct flight track symbology and are not identified with an airway label. §2.10.6 Speed Limits There are often speed restrictions in the vicinity of busy airports. Areas that have airspeed restrictions may be shown on area charts with a red shaded, dashed boundary line. The speed restriction area is on the shaded side of the symbol.
§2.11 RNAV Route §2.11.1 RNAV RNAV is defined as “a method of navigation that permits aircraft operation on any desired course within the coverage of station referenced navigation signals or within the limits of a self-contained system capability or combination of these.” RNAV systems are recognized for their horizontal 2D capability to utilize one or more navigation sensor source to determine the aircraft position, compute flight paths referenced to navigation aids or points defined by latitude and longitude, and provide guidance cues or tracking of the flight path. An RNAV system may determine position using any of a number of ground navigation aids including VOR/DME,DME/DME, Loran- C,GPS, GNSS, INS/IRS and FMS. The use of multiple sensors is common because of the variety in navigation infrastructures from region to region or state to state, as well as being mandated through regulations. §2.11.2 RNP RNP (Required Navigation Performance) was initially envisaged by ICAO as a means to avoid the inflexibility and slow changeability of equipment mandates for airspace operation. Through the initial efforts of the ICAO Review of the General Concept of Separation Panel (RGCSP), RNP was further developed as a tool where specific levels of navigation performance would be specified in the development of airspace and to enhance operations. RNP is intended to characterize an airspace through a statement of the navigation performance accuracy (RNP type) to the achieved within the airspace. The RNP type is based on a navigation performance accuracy value that is expected to be achieved at least 95 per cent of the time by the population of aircraft operating within the airspace. The minimum capability considered acceptable to support ATS route operations. RNP20 ±20.0NM(±37.0KM) Reduced lateral and longitudinal separation minima and enhanced operational efficiency in oceanic and remote areas where the availability of navigation aids is limited. RNP10 ±10NM(±18.5KM) ATS routes and airspace design based on limited distance between navaids. RNP4 ±4.0NM(±7.4KM) RNP1 ±1.0NM(±1.85KM) The most efficient ATS route operations Type Accuracy(95%) Application
 §2.11.3 RNAV/RNP RNAV operations within the RNP concept permit flight in any airspace within prescribed accuracy tolerances without the need to fly directly over ground-based navigation facilities. RNP RNAV establishes to total system requirements to enable airspace operations that are optimized for RNP.
§2.11.4 PBN The PBN concept specifies aircraft RNAV system performance requirements in terms of accuracy, integrity, availability, continuity and functionality needed for the proposed operations in the context of a particular Airspace Concept. The PBN concept represents a shift from sensor-based to performance-based navigation. Performance requirements are identified in navigation specifications, which also identify the choice of navigation sensors and equipment that may be used to meet the performance requirements. The navigation specifications are defined at a sufficient level of detail to facilitate global harmonization by providing specific implementation guidance for States and operators. Among these performance-based concepts are area navigation (RNAV), Required Navigation Performance (RNP), and Airspace concept.

coindong 发表于 2011-10-9 16:42:19

Chapter 8
Differences Between
Jeppesen Database & Charts

weilezhuce 发表于 2012-2-26 16:14:03

看看有没有翻译

guanshyy 发表于 2012-4-9 16:29:05

看看怎么样？

tonyblairer 发表于 2022-1-13 17:31:04

非常好，谢谢

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Chapter 2 Enroute/Area Charts