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2. The recommended waiting time before going
to flight altitudes of up to 8,000 feet is at least
12_hours after diving which has not required
controlled ascent (nondecompression stop diving),
and at least 24 hours after diving which has required
controlled ascent (decompression stop diving). The
waiting time before going to flight altitudes above
8,000 feet should be at least 24 hours after any
SCUBA dive. These recommended altitudes are
actual flight altitudes above mean sea level (AMSL)
and not pressurized cabin altitudes. This takes into
consideration the risk of decompression of the
aircraft during flight.
8-1-3. Hyperventilation in Flight
a. Hyperventilation, or an abnormal increase in
the volume of air breathed in and out of the lungs, can
occur subconsciously when a stressful situation is
encountered in flight. As hyperventilation “blows
off” excessive carbon dioxide from the body, a pilot
can experience symptoms of lightheadedness,
suffocation, drowsiness, tingling in the extremities,
and coolness and react to them with even greater
hyperventilation. Incapacitation can eventually result
from incoordination, disorientation, and painful
muscle spasms. Finally, unconsciousness can occur.
b. The symptoms of hyperventilation subside
within a few minutes after the rate and depth of
breathing are consciously brought back under
control. The buildup of carbon dioxide in the body
can be hastened by controlled breathing in and out of
a paper bag held over the nose and mouth.
AIM 2/14/08
8-1-5
Fitness for Flight
c. Early symptoms of hyperventilation and
hypoxia are similar. Moreover, hyperventilation and
hypoxia can occur at the same time. Therefore, if a
pilot is using an oxygen system when symptoms are
experienced, the oxygen regulator should immediate-
ly be set to deliver 100 percent oxygen, and then the
system checked to assure that it has been functioning
effectively before giving attention to rate and depth of
breathing.
8-1-4. Carbon Monoxide Poisoning in
Flight
a. Carbon monoxide is a colorless, odorless, and
tasteless gas contained in exhaust fumes. When
breathed even in minute quantities over a period of
time, it can significantly reduce the ability of the
blood to carry oxygen. Consequently, effects of
hypoxia occur.
b. Most heaters in light aircraft work by air
flowing over the manifold. Use of these heaters while
exhaust fumes are escaping through manifold cracks
and seals is responsible every year for several
nonfatal and fatal aircraft accidents from carbon
monoxide poisoning.
c. A pilot who detects the odor of exhaust or
experiences symptoms of headache, drowsiness, or
dizziness while using the heater should suspect
carbon monoxide poisoning, and immediately shut
off the heater and open air vents. If symptoms are
severe or continue after landing, medical treatment
should be sought.
8-1-5. Illusions in Flight
a. Introduction. Many different illusions can be
experienced in flight. Some can lead to spatial
disorientation. Others can lead to landing errors.
Illusions rank among the most common factors cited
as contributing to fatal aircraft accidents.
b. Illusions Leading to Spatial Disorientation.
1. Various complex motions and forces and
certain visual scenes encountered in flight can create
illusions of motion and position. Spatial disorienta-
tion from these illusions can be prevented only by
visual reference to reliable, fixed points on the ground
or to flight instruments.
2. The leans. An abrupt correction of a banked
attitude, which has been entered too slowly to
stimulate the motion sensing system in the inner ear,
can create the illusion of banking in the opposite
direction. The disoriented pilot will roll the aircraft
back into its original dangerous attitude, or if level
flight is maintained, will feel compelled to lean in the
perceived vertical plane until this illusion subsides.
(a) Coriolis illusion. An abrupt head move-
ment in a prolonged constant-rate turn that has ceased
stimulating the motion sensing system can create the
illusion of rotation or movement in an entirely
different axis. The disoriented pilot will maneuver the
aircraft into a dangerous attitude in an attempt to stop
rotation. This most overwhelming of all illusions in
flight may be prevented by not making sudden,
extreme head movements, particularly while making
prolonged constant-rate turns under IFR conditions.
(b) Graveyard spin. A proper recovery
from a spin that has ceased stimulating the motion
sensing system can create the illusion of spinning in
the opposite direction. The disoriented pilot will
return the aircraft to its original spin.
(c) Graveyard spiral. An observed loss of
altitude during a coordinated constant-rate turn that
has ceased stimulating the motion sensing system can
create the illusion of being in a descent with the wings
level. The disoriented pilot will pull back on the
controls, tightening the spiral and increasing the loss
of altitude.
(d) Somatogravic illusion. A rapid accel-
eration during takeoff can create the illusion of being
in a nose up attitude. The disoriented pilot will push
the aircraft into a nose low, or dive attitude. A rapid
deceleration by a quick reduction of the throttles can
have the opposite effect, with the disoriented pilot
pulling the aircraft into a nose up, or stall attitude.
(e) Inversion illusion. An abrupt change
from climb to straight and level flight can create the
illusion of tumbling backwards. The disoriented pilot
will push the aircraft abruptly into a nose low attitude,
possibly intensifying this illusion.
(f) Elevator illusion. An abrupt upward
vertical acceleration, usually by an updraft, can create
the illusion of being in a climb. The disoriented pilot
will push the aircraft into a nose low attitude. An
abrupt downward vertical acceleration, usually by a
downdraft, has the opposite effect, with the
disoriented pilot pulling the aircraft into a nose up
attitude.
AIM 2/14/08
8-1-6 Fitness for Flight
(g) False horizon. Sloping cloud forma-
tions, an obscured horizon, a dark scene spread with
ground lights and stars, and certain geometric
patterns of ground light can create illusions of not
being aligned correctly with the actual horizon. The
disoriented pilot will place the aircraft in a dangerous
attitude.
(h) Autokinesis. In the dark, a static light
will appear to move about when stared at for many
seconds. The disoriented pilot will lose control of the
aircraft in attempting to align it with the light.
3. Illusions Leading to Landing Errors.
(a) Various surface features and atmospheric
conditions encountered in landing can create illusions
of incorrect height above and distance from the
runway threshold. Landing errors from these
illusions can be prevented by anticipating them
during approaches, aerial visual inspection of
unfamiliar airports before landing, using electronic
glide slope or VASI systems when available, and
maintaining optimum proficiency in landing
procedures.
(b) Runway width illusion. A narrower-
than-usual runway can create the illusion that the
aircraft is at a higher altitude than it actually is. The
pilot who does not recognize this illusion will fly a
lower approach, with the risk of striking objects along
the approach path or landing short. A wider-than-
usual runway can have the opposite effect, with the
risk of leveling out high and landing hard or
overshooting the runway.
(c) Runway and terrain slopes illusion. An
upsloping runway, upsloping terrain, or both, can
create the illusion that the aircraft is at a higher
altitude than it actually is. The pilot who does not
recognize this illusion will fly a lower approach. A
downsloping runway, downsloping approach terrain,
or both, can have the opposite effect.
(d) Featureless terrain illusion. An
absence of ground features, as when landing over
water, darkened areas, and terrain made featureless
by snow, can create the illusion that the aircraft is at
a higher altitude than it actually is. The pilot who does
not recognize this illusion will fly a lower approach.
(e) Atmospheric illusions. Rain on the
windscreen can create the illusion of greater height,
and atmospheric haze the illusion of being at a greater
distance from the runway. The pilot who does not
recognize these illusions will fly a lower approach.
Penetration of fog can create the illusion of pitching
up. The pilot who does not recognize this illusion will
steepen the approach, often quite abruptly.
(f) Ground lighting illusions. Lights along
a straight path, such as a road, and even lights on
moving trains can be mistaken for runway and
approach lights. Bright runway and approach lighting
systems, especially where few lights illuminate the
surrounding terrain, may create the illusion of less
distance to the runway. The pilot who does not
recognize this illusion will fly a higher approach.
Conversely, the pilot overflying terrain which has few
lights to provide height cues may make a lower than
normal approach.
8-1-6. Vision in Flight
a. Introduction. Of the body senses, vision is the
most important for safe flight. Major factors that
determine how effectively vision can be used are the
level of illumination and the technique of scanning
the sky for other aircraft.
b. Vision Under Dim and Bright Illumination.
1. Under conditions of dim illumination, small
print and colors on aeronautical charts and aircraft
instruments become unreadable unless adequate
cockpit lighting is available. Moreover, another
aircraft must be much closer to be seen unless its
navigation lights are on.
2. In darkness, vision becomes more sensitive to
light, a process called dark adaptation. Although
exposure to total darkness for at least 30 minutes is
required for complete dark adaptation, a pilot can
achieve a moderate degree of dark adaptation within
20 minutes under dim red cockpit lighting. Since red
light severely distorts colors, especially on aeronauti-
cal charts, and can cause serious difficulty in focusing
the eyes on objects inside the aircraft, its use is
advisable only where optimum outside night vision
capability is necessary. Even so, white cockpit
lighting must be available when needed for map and
instrument reading, especially under IFR conditions.
Dark adaptation is impaired by exposure to cabin
pressure altitudes above 5,000 feet, carbon monoxide
inhaled in smoking and from exhaust fumes,
deficiency of Vitamin A in the diet, and by prolonged
exposure to bright sunlight. Since any degree of dark
adaptation is lost within a few seconds of viewing a
AIM 2/14/08
8-1-7
Fitness for Flight
bright light, a pilot should close one eye when using
a light to preserve some degree of night vision.
3. Excessive illumination, especially from light
reflected off the canopy, surfaces inside the aircraft,
clouds, water, snow, and desert terrain, can produce
glare, with uncomfortable squinting, watering of the
eyes, and even temporary blindness. Sunglasses for
protection from glare should absorb at least
85_percent of visible light (15 percent transmittance)
and all colors equally (neutral transmittance), with
negligible image distortion from refractive and
prismatic errors.
c. Scanning for Other Aircraft.
1. Scanning the sky for other aircraft is a key
factor in collision avoidance. It should be used
continuously by the pilot and copilot (or right seat
passenger) to cover all areas of the sky visible from
the cockpit. Although pilots must meet specific visual
acuity requirements, the ability to read an eye chart
does not ensure that one will be able to efficiently spot
other aircraft. Pilots must develop an effective
scanning technique which maximizes one's visual
capabilities. The probability of spotting a potential
collision threat obviously increases with the time
spent looking outside the cockpit. Thus, one must use
timesharing techniques to efficiently scan the
surrounding airspace while monitoring instruments
as well.
2. While the eyes can observe an approximate
200 degree arc of the horizon at one glance, only a
very small center area called the fovea, in the rear of
the eye, has the ability to send clear, sharply focused
messages to the brain. All other visual information
that is not processed directly through the fovea will be
of less detail. An aircraft at a distance of 7 miles
which appears in sharp focus within the foveal center
of vision would have to be as close as 7
/10 of a mile
in order to be recognized if it were outside of foveal
vision. Because the eyes can focus only on this
narrow viewing area, effective scanning is accom-
plished with a series of short, regularly spaced eye
movements that bring successive areas of the sky into
the central visual field. Each movement should not
exceed 10 degrees, and each area should be observed
for at least 1 second to enable detection. Although
horizontal back-and-forth eye movements seem
preferred by most pilots, each pilot should develop a
scanning pattern that is most comfortable and then
adhere to it to assure optimum scanning.
3. Studies show that the time a pilot spends on
visual tasks inside the cabin should represent no more
that 1
/4 to 1
/3 of the scan time outside, or no more than
4 to 5 seconds on the instrument panel for every
16_seconds outside. Since the brain is already trained
to process sight information that is presented from
left to right, one may find it easier to start scanning
over the left shoulder and proceed across the
windshield to the right.
4. Pilots should realize that their eyes may
require several seconds to refocus when switching
views between items in the cockpit and distant
objects. The eyes will also tire more quickly when
forced to adjust to distances immediately after
close-up focus, as required for scanning the
instrument panel. Eye fatigue can be reduced by
looking from the instrument panel to the left wing
past the wing tip to the center of the first scan quadrant
when beginning the exterior scan. After having
scanned from left to right, allow the eyes to return to
the cabin along the right wing from its tip inward.
Once back inside, one should automatically com-
mence the panel scan.
5. Effective scanning also helps avoid “empty-
field myopia.” This condition usually occurs when
flying above the clouds or in a haze layer that
provides nothing specific to focus on outside the
aircraft. This causes the eyes to relax and seek a
comfortable focal distance which may range from
10_to 30 feet. For the pilot, this means looking
without seeing, which is dangerous.
8-1-7. Aerobatic Flight
a. Pilots planning to engage in aerobatics should
be aware of the physiological stresses associated with
accelerative forces during aerobatic maneuvers.
Many prospective aerobatic trainees enthusiastically
enter aerobatic instruction but find their first
experiences with G forces to be unanticipated and
very uncomfortable. To minimize or avoid potential
adverse effects, the aerobatic instructor and trainee
must have a basic understanding of the physiology of
G force adaptation.
b. Forces experienced with a rapid push-over
maneuver result in the blood and body organs being
displaced toward the head. Depending on forces
AIM 2/14/08
8-1-8 Fitness for Flight
involved and individual tolerance, a pilot may
experience discomfort, headache, “red-out,” and
even unconsciousness.
c. Forces experienced with a rapid pull-up
maneuver result in the blood and body organ
displacement toward the lower part of the body away
from the head. Since the brain requires continuous
blood circulation for an adequate oxygen supply,
there is a physiologic limit to the time the pilot can
tolerate higher forces before losing consciousness.
As the blood circulation to the brain decreases as a
result of forces involved, a pilot will experience
“narrowing” of visual fields, “gray-out,” “black-
out,” and unconsciousness. Even a brief loss of
consciousness in a maneuver can lead to improper
control movement causing structural failure of the
aircraft or collision with another object or terrain.
d. In steep turns, the centrifugal forces tend to
push the pilot into the seat, thereby resulting in blood
and body organ displacement toward the lower part of
the body as in the case of rapid pull-up maneuvers and
with the same physiologic effects and symptoms.
e. Physiologically, humans progressively adapt to
imposed strains and stress, and with practice, any
maneuver will have decreasing effect. Tolerance to
G_forces is dependent on human physiology and the
individual pilot. These factors include the skeletal
anatomy, the cardiovascular architecture, the nervous
system, the quality of the blood, the general physical
state, and experience and recency of exposure. The
pilot should consult an Aviation Medical Examiner
prior to aerobatic training and be aware that poor
physical condition can reduce tolerance to accelera-
tive forces.
f. The above information provides pilots with a
brief summary of the physiologic effects of G forces.
It does not address methods of “counteracting” these
effects. There are numerous references on the subject
of G forces during aerobatics available to pilots.
Among these are “G Effects on the Pilot During
Aerobatics,” FAA-AM-72-28, and “G Incapacita-
tion in Aerobatic Pilots: A Flight Hazard”
FAA-AM-82-13. These are available from the
National Technical Information Service, Springfield,
Virginia 22161.
REFERENCE-
FAA AC 91-61, A Hazard in Aerobatics: Effects of G-forces on Pilots.
8-1-8. Judgment Aspects of Collision
Avoidance
a. Introduction. The most important aspects of
vision and the techniques to scan for other aircraft are
described in paragraph 8-1-6, Vision in Flight. Pilots
should also be familiar with the following informa-
tion to reduce the possibility of mid-air collisions.
b. Determining Relative Altitude. Use the
horizon as a reference point. If the other aircraft is
above the horizon, it is probably on a higher flight
path. If the aircraft appears to be below the horizon,
it is probably flying at a lower altitude.
c. Taking Appropriate Action. Pilots should be
familiar with rules on right-of-way, so if an aircraft is
on an obvious collision course, one can take
immediate evasive action, preferably in compliance
with applicable Federal Aviation Regulations.
d. Consider Multiple Threats. The decision to
climb, descend, or turn is a matter of personal
judgment, but one should anticipate that the other
pilot may also be making a quick maneuver. Watch
the other aircraft during the maneuver and begin your
scanning again immediately since there may be other
aircraft in the area.
e. Collision Course Targets. Any aircraft that
appears to have no relative motion and stays in one
scan quadrant is likely to be on a collision course.
Also, if a target shows no lateral or vertical motion,
but increases in size, take evasive action.
f. Recognize High Hazard Areas.
1. Airways, especially near VORs, and Class_B,
Class C, Class D, and Class E surface areas are places
where aircraft tend to cluster.
2. Remember, most collisions occur during days
when the weather is good. Being in a “radar
environment” still requires vigilance to avoid
collisions.
g. Cockpit Management. Studying maps,
checklists, and manuals before flight, with other
proper preflight planning; e.g., noting necessary
radio frequencies and organizing cockpit materials,
can reduce the amount of time required to look at
these items during flight, permitting more scan time.
h. Windshield Conditions. Dirty or bug-
smeared windshields can greatly reduce the ability of
pilots to see other aircraft. Keep a clean windshield.
AIM 2/14/08
8-1-9
Fitness for Flight
i. Visibility Conditions. Smoke, haze, dust, rain,
and flying towards the sun can also greatly reduce the
ability to detect targets.
j. Visual Obstructions in the Cockpit.
1. Pilots need to move their heads to see around
blind spots caused by fixed aircraft structures, such as
door posts, wings, etc. It will be necessary at times to
maneuver the aircraft; e.g., lift a wing, to facilitate
seeing.
2. Pilots must insure curtains and other cockpit
objects; e.g., maps on glare shield, are removed and
stowed during flight.
k. Lights On.
1. Day or night, use of exterior lights can greatly
increase the conspicuity of any aircraft.
2. Keep interior lights low at night.
l. ATC Support. ATC facilities often provide
radar traffic advisories on a workload-permitting
basis. Flight through Class C and Class D airspace
requires communication with ATC. Use this support
whenever possible or when required.
AIM 2/14/08
9-1-1
Types of Charts Available
Chapter 9. Aeronautical Charts and
Related Publications
Section 1. Types of Charts Available
9-1-1. General
Civil aeronautical charts for the U.S. and its
territories, and possessions are produced by the
National Aeronautical Charting Office (NACO),
http://www.naco.faa.gov, which is part of FAA's
office of Technical Operations Aviation Systems
Standards.
9-1-2. Obtaining Aeronautical Charts
a. Most charts and publications described in this
Chapter can be obtained by subscription or one-time
sales from:
National Aeronautical Charting Office (NACO)
Distribution Division,
Federal Aviation Administration
6303 Ivy Lane, Suite 400
Greenbelt, MD 20770
Telephone: 1-800-638-8972 (Toll free within U.S.)
301-436-8301/6990
301-436-6829 (FAX)
e-mail: 9-AMC-Chartsales@faa.gov
b. Public sales of charts and publications are also
available through a network of FAA chart agents
primarily located at or near major civil airports. A
listing of products and agents is printed in the free
FAA catalog, Aeronautical Charts and Related
Products. (FAA Stock No. ACATSET). A free
quarterly bulletin, Dates of Latest Editions, (FAA
Stock No. 5318), is also available from NACO.
9-1-3. Selected Charts and Products
Available
VFR Navigation Charts
IFR Navigation Charts
Planning Charts
Supplementary Charts and Publications
Digital Products
9-1-4. General Description of each Chart
Series
a. VFR Navigation Charts.
1. Sectional Aeronautical Charts. Sectional
Charts are designed for visual navigation of slow to
medium speed aircraft. The topographic information
consists of contour lines, shaded relief, drainage
patterns, and an extensive selection of visual
checkpoints and landmarks used for flight under
VFR. Cultural features include cities and towns,
roads, railroads, and other distinct landmarks. The
aeronautical information includes visual and radio
aids to navigation, airports, controlled airspace,
special-use airspace, obstructions, and related data.
Scale 1 inch = 6.86nm/1:500,000. 60 x 20 inches
folded to 5 x 10 inches. Revised semiannually, except
most Alaskan charts are revised annually.
(See FIG 9-1-1 and FIG 9-1-11.)
2. VFR Terminal Area Charts (TAC). TACs
depict the airspace designated as Class B airspace.
While similar to sectional charts, TACs have more
detail because the scale is larger. The TAC should be
used by pilots intending to operate to or from airfields
within or near Class B or Class C airspace. Areas with
TAC coverage are indicated by a on the Sectional
Chart indexes. Scale 1 inch = 3.43nm/1:250,000.
Charts are revised semiannually, except Puerto
Rico-Virgin Islands revised annually.
(See FIG 9-1-1 and FIG 9-1-11.)
3. World Aeronautical Chart (WAC). WACs
cover land areas for navigation by moderate speed
aircraft operating at high altitudes. Included are city
tints, principal roads, railroads, distinctive land-
marks, drainage patterns, and relief. Aeronautical
information includes visual and radio aids to
navigation, airports, airways, special-use airspace,
and obstructions. Because of a smaller scale, WACs
do not show as much detail as sectional or TACs, and;
therefore, are not recommended for exclusive use by
pilots of low speed, low altitude aircraft. Scale
1_inch_= 13.7nm/1:1,000,000. 60 x 20 inches folded
to 5 x 10 inches. WACs are revised annually, except
for a few in Alaska and the Caribbean, which are
revised biennially.
(See FIG 9-1-12 and FIG 9-1-13.)
AIM 2/14/08
9-1-2 Types of Charts Available
FIG 9-1-1
Sectional and VFR Terminal Area Charts for the Conterminous U.S.,
Hawaii, Puerto Rico, and Virgin Islands
4. U.S. Gulf Coast VFR Aeronautical Chart.
The Gulf Coast Chart is designed primarily for
helicopter operation in the Gulf of Mexico area.
Information depicted includes offshore mineral
leasing areas and blocks, oil drilling platforms, and
high density helicopter activity areas. Scale 1 inch =
13.7nm/1:1,000,000. 55 x 27 inches folded to
5_x_10_inches. Revised annually.
5. Grand Canyon VFR Aeronautical Chart.
Covers the Grand Canyon National Park area and is
designed to promote aviation safety, flight free zones,
and facilitate VFR navigation in this popular area.
The chart contains aeronautical information for
general aviation VFR pilots on one side and
commercial VFR air tour operators on the other side.
6. Helicopter Route Charts. A three-color
chart series which shows current aeronautical
information useful to helicopter pilots navigating in
areas with high concentrations of helicopter activity.
Information depicted includes helicopter routes, four
classes of heliports with associated frequency and
lighting capabilities, NAVAIDs, and obstructions. In
addition, pictorial symbols, roads, and easily
identified geographical features are portrayed.
Helicopter charts have a longer life span than other
chart products and may be current for several years.
All new editions of these charts are printed on a
durable plastic material. Helicopter Route Charts are
updated as requested by the FAA. Scale 1 inch =
1.71nm/1:125,000. 34 x 30 inches folded to
5_x_10_inches.
b. IFR Navigation Charts.
1. IFR Enroute Low Altitude Charts
(Conterminous U.S. and Alaska). Enroute low
altitude charts provide aeronautical information for
navigation under IFR conditions below 18,000 feet
MSL. This four-color chart series includes airways;
limits of controlled airspace; VHF NAVAIDs with
frequency, identification, channel, geographic coor-
dinates; airports with terminal air/ground
communications; minimum en route and obstruction
clearance altitudes; airway distances; reporting
points; special use airspace; and military training
routes. Scales vary from 1 inch = 5nm to 1 inch =
20nm. 50 x 20 inches folded to 5 x 10 inches. Charts
revised every 56 days. Area charts show congested
terminal areas at a large scale. They are included with
subscriptions to any conterminous U.S. Set Low (Full
set, East or West sets).
(See FIG 9-1-2 and FIG 9-1-4.)
AIM 2/14/08
9-1-3
Types of Charts Available
FIG 9-1-2
Enroute Low Altitude Instrument Charts for the Conterminous U.S. (Includes Area Charts)
FIG 9-1-3
Enroute High Altitude Charts for the Conterminous U.S.
AIM 2/14/08
9-1-4 Types of Charts Available
2. IFR Enroute High Altitude Charts
(Conterminous U.S. and Alaska). Enroute high
altitude charts are designed for navigation at or above
18,000_feet MSL. This four-color chart series
includes the jet route structure; VHF NAVAIDs with
frequency, identification, channel, geographic coor-
dinates; selected airports; reporting points. Scales
vary from 1 inch = 45nm to 1 inch = 18nm. 55 x 20
inches folded to 5 x 10 inches. Revised every 56 days.
(See FIG 9-1-3 and FIG 9-1-5.)
FIG 9-1-4
Alaska Enroute Low Altitude Chart
FIG 9-1-5
Alaskan Enroute High Altitude Chart
AIM 2/14/08
9-1-5
Types of Charts Available
3. U.S. Terminal Procedures Publication
(TPP). TPPs are published in 24 loose-leaf or
perfect bound volumes covering the conterminous
U.S., Puerto Rico and the Virgin Islands. A Change
Notice is published at the midpoint between revisions
in bound volume format and is available on the
internet for free download at the NACO web site.
(See FIG 9-1-9.) The TPPs include:
(a) Instrument Approach Procedure (IAP)
Charts. IAP charts portray the aeronautical data that
is required to execute instrument approaches to
airports. Each chart depicts the IAP, all related
navigation data, communications information, and an
airport sketch. Each procedure is designated for use
with a specific electronic navigational aid, such as
ILS, VOR, NDB, RNAV, etc.
(b) Instrument Departure Procedure (DP)
Charts. DP charts are designed to expedite
clearance delivery and to facilitate transition between
takeoff and en route operations. They furnish pilots'
departure routing clearance information in graphic
and textual form.
(c) Standard Terminal Arrival (STAR)
Charts. STAR charts are designed to expedite ATC
arrival procedures and to facilitate transition between
en route and instrument approach operations. They
depict preplanned IFR ATC arrival procedures in
graphic and textual form. Each STAR procedure is
presented as a separate chart and may serve either a
single airport or more than one airport in a given
geographic area.
(d) Airport Diagrams. Full page airport
diagrams are designed to assist in the movement of
ground traffic at locations with complex runway/taxi-
way configurations and provide information for
updating geodetic position navigational systems
aboard aircraft. Airport diagrams are available for
free download at the NACO website.
4. Alaska Terminal Procedures Publication.
This publication contains all terminal flight proce-
dures for civil and military aviation in Alaska.
Included are IAP charts, DP charts, STAR charts,
airport diagrams, radar minimums, and supplementa-
ry support data such as IFR alternate minimums,
take-off minimums, rate of descent tables, rate of
climb tables and inoperative components tables.
Volume is 5-3/8 x 8-1/4 inch top bound. Publication
revised every 56 days with provisions for a Terminal
Change Notice, as required.
c. Planning Charts.
1. U.S. IFR/VFR Low Altitude Planning
Chart. This chart is designed for prefight and
en_route flight planning for IFR/VFR flights.
Depiction includes low altitude airways and mileage,
NAVAIDs, airports, special use airspace, cities, times
zones, major drainage, a directory of airports with
their airspace classification, and a mileage table
showing great circle distances between major
airports. Scale 1 inch = 47nm/1:3,400,000. Chart
revised annually, and is available either folded or
unfolded for wall mounting. (See FIG 9-1-6.)
2. Gulf of Mexico and Caribbean Planning
Chart. This is a VFR planning chart on the reverse
side of the Puerto Rico - Virgin Islands VFR Terminal
Area Chart. Information shown includes mileage
between airports of entry, a selection of special use
airspace and a directory of airports with their
available services. Scale 1 inch = 85nm/1:6,192,178.
60 x 20 inches folded to 5 x 10 inches. Chart revised
annually. (See FIG 9-1-6.)
FIG 9-1-6
Planning Charts
3. Charted VFR Flyway Planning Charts.
This chart is printed on the reverse side of selected
TAC charts. The coverage is the same as the
associated TAC. Flyway planning charts depict flight
paths and altitudes recommended for use to bypass
high traffic areas. Ground references are provided as
AIM 2/14/08
9-1-6 Types of Charts Available
a guide for visual orientation. Flyway planning charts
are designed for use in conjunction with TACs and
sectional charts and are not to be used for navigation.
Chart scale 1_inch_= 3.43nm/1:250,000.
d. Supplementary Charts and Publications.
1. Airport/Facility Directory (A/FD). This
7-volume booklet series contains data on airports,
seaplane bases, heliports, NAVAIDs, communica-
tions data, weather data sources, airspace, special
notices, and operational procedures. Coverage
includes the conterminous U.S., Puerto Rico, and the
Virgin Islands. The A/FD shows data that cannot be
readily depicted in graphic form; e.g., airport hours of
operations, types of fuel available, runway widths,
lighting codes, etc. The A/FD also provides a means
for pilots to update visual charts between edition
dates (A/FD is published every 56 days while
sectional and Terminal Area Charts are generally
revised every six months). The VFR Chart Update
Bulletins are available for free download from the
NACO web site. Volumes are side-bound 5-3/8 x
8-1/4 inches. (See FIG 9-1-10.)
2. Supplement Alaska. This is a civil/military
flight information publication issued by FAA every
56 days. It is a single volume booklet designed for use
with appropriate IFR or VFR charts. The Supplement
Alaska contains an A/FD, airport sketches, commu-
nications data, weather data sources, airspace, listing
of navigational facilities, and special notices and
procedures. Volume is side-bound 5-3/8 x
8-1/4_inches.
3. Chart Supplement Pacific. This supple-
ment is designed for use with appropriate VFR or IFR
enroute charts. Included in this one-volume booklet
are the A/FD, communications data, weather data
sources, airspace, navigational facilities, special
notices, and Pacific area procedures. IAP charts, DP
charts, STAR charts, airport diagrams, radar
minimums, and supporting data for the Hawaiian and
Pacific Islands are included. The manual is published
every 56 days. Volume is side-bound 5-3/8 x
8-1/4_inches.
4. North Pacific Route Charts. These charts
are designed for FAA controllers to monitor
transoceanic flights. They show established intercon-
tinental air routes, including reporting points with
geographic positions. Composite Chart: Scale
1_inch_= 164nm/1:12,000,000. 48 x 41-1/2 inches.
Area Charts: Scale 1 inch = 95.9nm/1:7,000,000.
52_x 40-1/2 inches. All charts shipped unfolded.
Charts revised every 56 days. (See FIG 9-1-8.)
5. North Atlantic Route Chart. Designed for
FAA controllers to monitor transatlantic flights, this
5-color chart shows oceanic control areas, coastal
navigation aids, oceanic reporting points, and
NAVAID geographic coordinates. Full Size Chart:
Scale 1 inch = 113.1nm/1:8,250,000. Chart is shipped
flat only. Half Size Chart: Scale 1 inch =
150.8nm/1:11,000,000. Chart is 29-3/4 x
20-1/2_inches, shipped folded to 5 x 10 inches only.
Chart revised every 56 weeks. (See FIG 9-1-7.)
FIG 9-1-7
North Atlantic Route Charts
AIM 2/14/08
9-1-7
Types of Charts Available
FIG 9-1-8
North Pacific Oceanic Route Charts
6. Airport Obstruction Charts (OC). The
OC is a 1:12,000 scale graphic depicting 14 CFR
Part_77, Objects Affecting Navigable Airspace,
surfaces, a representation of objects that penetrate
these surfaces, aircraft movement and apron areas,
navigational aids, prominent airport buildings, and a
selection of roads and other planimetric detail in the
airport vicinity. Also included are tabulations of
runway and other operational data. |
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