DOT FAA handbook on interpreting aeronautical charts.
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1 VFR AERONAUTICAL CHARTS EXPLANATION OF VFR TERMS AND SYMBOLS The discussions and examples in this section are based on the Sectional Aeronautical Chart (Sectional). Sec- tionals include the most current data and are at a scale (1:500,000) most beneficial to pilots flying under Visual Flight Rules. A pilot should have little difficulty in reading these charts which are, in many respects, similar to automobile road maps. Each chart is named for a major city within its area of coverage. The chart legend lists various aeronautical symbols as well as information concerning terrain and contour elevations. You may identify aeronautical, topographical, and obstruction symbols (such as radio and television tow- ers) by referring to the legend. Many landmarks which can be easily recognized from the air, such as stadiums, pumping stations, refineries, etc., are identified by brief descriptions adjacent to small black squares marking their exact locations . Oil wells are shown by small open circles . Water, oil and gas tanks are shown by small black circles and labeled accordingly, if known. The scale of an item may be increased to make it easier to read on the chart. NACO charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee (IACC) and are approved by representatives of the Federal Aviation Administration (FAA) and the Department of Defense (DoD). TERRAIN AND OBSTRUCTIONS The elevation and configuration of the Earth's surface are certainly of prime importance to pilots. Car- tographers devote a great deal of attention to showing relief and obstruction data in a clear and concise manner. Five different techniques are used: contour lines, shaded relief, color tints, obstruction symbols, and Maximum Elevation Figures (MEF). 1. Contour lines are lines con- necting points on the Earth of equal elevation. On Sectionals, basic con- tours are spaced at 500' intervals. Intermediate contours may also be shown at 250' inter- vals in moderately level or gently rolling areas. Occasion- ally, auxiliary contours at 50, 100, 125, or 150' intervals may be used to portray smaller relief features in areas of relatively low relief. The pattern of these lines and their spacing gives the pilot a visual concept of the terrain. Widely spaced contours represent gentle slopes, while closely spaced contours represent steep slopes. 2. Shaded relief is a depiction of how the terrain might appear from the air. The cartographer shades the areas that would appear in shadow if illuminated by a light from the northwest. Studies have indicated that our visual perception has been conditioned to this view. 3. Color tints, also referred to as hypsotints, are used to depict bands of ele- vation reletive to sea level. These colors range from light green for the lowest eleva- tions to dark brown for the higher eleva- tions. 4. Obstruction symbols are used to depict man-made vertical features that may affect the National Airspace System. NACO maintains a database of over 118,000 obstacles in the United States, Canada, the Caribbean and Mexico. Each obstacle is evaluated by cartographers based on charting specifications before it is added to the visual charts. When the posi- tion or elevation of an obstacle is unveri- fied, it is marked UC (under construction or reported but not verified). The data in the Digital Obstacle File (DOF) is col- lected and disseminated as part of NACO’s responsibility for depicting the National Airspace System. Source data on terrain and obstructions is some- times not complete or accurate enough for use in aero- nautical publications; for example, a reported obstruction may be submitted with insufficient detail for determining the obstruction's position and elevation. Such cases are identified by NACO and investigated by the FAA Flight Edit program. The FAA Flight Edit crew conducts data verifica- tion missions, visually verifying cultural and topographic features and reviewing all obstacle data. Charts are gen- erally flight-checked every three years. This review includes checking for obstructions that may have been constructed, altered, or dismantled without proper notifi- cation. 1000 2000 3000 7000 5000 9000 12000 -228 19633
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1 VFR AERONAUTICAL CHARTS
EXPLANATION OF VFR TERMS AND SYMBOLS
The discussions and examples in this section are based on the Sectional Aeronautical Chart (Sectional). Sec-tionals include the most current data and are at a scale (1:500,000) most beneficial to pilots flying under Visual FlightRules. A pilot should have little difficulty in reading these charts which are, in many respects, similar to automobileroad maps. Each chart is named for a major city within its area of coverage.
The chart legend lists various aeronautical symbols as well as information concerning terrain and contourelevations. You may identify aeronautical, topographical, and obstruction symbols (such as radio and television tow-ers) by referring to the legend. Many landmarks which can be easily recognized from the air, such as stadiums,pumping stations, refineries, etc., are identified by brief descriptions adjacent to small black squares marking theirexact locations . Oil wells are shown by small open circles . Water, oil and gas tanks are shown by smallblack circles and labeled accordingly, if known. The scale of an item may be increased to make it easier toread on the chart.
NACO charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee(IACC) and are approved by representatives of the Federal Aviation Administration (FAA) and the Department ofDefense (DoD).
TERRAIN AND OBSTRUCTIONS
The elevation and configuration of the Earth'ssurface are certainly of prime importance to pilots. Car-tographers devote a great deal of attention to showingrelief and obstruction data in a clear and concise manner.Five different techniques are used: contour lines, shadedrelief, color tints, obstruction symbols, and MaximumElevation Figures (MEF).
1. Contour lines are lines con-necting points on the Earth of equalelevation. On Sectionals, basic con-tours are spaced at 500' intervals.Intermediate contours may also be shown at 250' inter-vals in moderately level or gently rolling areas. Occasion-ally, auxiliary contours at 50, 100, 125, or 150' intervalsmay be used to portray smaller relief features in areas ofrelatively low relief. The pattern of these lines and theirspacing gives the pilot a visual concept of the terrain.Widely spaced contours represent gentle slopes, whileclosely spaced contours represent steep slopes.
2. Shaded relief is adepiction of how the terrainmight appear from the air. Thecartographer shades theareas that would appear inshadow if illuminated by al ight from the northwest.Studies have indicated thatour visual perception has been conditioned to this view.
3. Color tints, also referred to ashypsotints, are used to depict bands of ele-vation reletive to sea level. These colorsrange from light green for the lowest eleva-tions to dark brown for the higher eleva-tions.
4. Obstruction symbols are used todepict man-made vertical features thatmay affect the National Airspace System.NACO maintains a database of over118,000 obstacles in the United States,Canada, the Caribbean and Mexico. Eachobstacle is evaluated by cartographersbased on charting specifications before it isadded to the visual charts. When the posi-tion or elevation of an obstacle is unveri-fied, it is marked UC (under construction orreported but not verified).
The data in the Digital Obstacle File (DOF) is col-lected and disseminated as part of NACO’s responsibilityfor depicting the National Airspace System.
Source data on terrain and obstructions is some-times not complete or accurate enough for use in aero-nautical publications; for example, a reported obstructionmay be submitted with insufficient detail for determiningthe obstruction's position and elevation. Such cases areidentified by NACO and investigated by the FAA FlightEdit program.
The FAA Flight Edit crew conducts data verifica-tion missions, visually verifying cultural and topographicfeatures and reviewing all obstacle data. Charts are gen-erally flight-checked every three years. This reviewincludes checking for obstructions that may have beenconstructed, altered, or dismantled without proper notifi-cation.
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Generally, only man-made structures extendingmore than 200' above ground level (AGL) are charted.Objects 200' or less are charted only if they are consid-ered hazardous obstructions; for example, an obstruc-tion is much higher than the surrounding terrain or verynear an airport. Examples of features considered hazard-ous obstacles to low level flight are smokestacks, tanks,factories, lookout towers, and antennas.
Obstacles less than 1000' AGL are shown by the
symbol . Obstacles 1000' AGL and higher are
shown by the symbol . Man-made features which areused by FAA Air Traffic Control as checkpoints may berepresented with pictorial symbols shown in black withthe required elevation data in blue.
The elevation of the top of theobstacle above mean sea level (MSL) andthe height of the structure AGL are shownwhen known or when they can be reliablydetermined by the cartographer. TheAGL height is shown in parentheses below the MSL ele-vation. In extremely congested areas the AGL values maybe omitted to avoid confusion.
Obstacles are portrayed wherever possible. Butsince legibility would be impaired if all obstacles withincity complexes or within high density groups of obstacleswere portrayed, only the highest obstacle in an area is
shown using , the group obstacle symbol.Obstacles under construction are indicated by
the letters immediately adjacent to the symbol. Ifavailable, the AGL height of the obstruction is shown inparentheses; for example, . Obstacles with high-in tens i t y s t robe l i gh t i ng sys tems a re shown
as:5. The Maximum Elevation Figure (MEF) repre-
sents the highest elevation, including terrain and othervertical obstacles (towers, trees, etc.), within a quadrant.A quadrant on Sectionals is the area bounded by tickedlines dividing each 30 minutes of latitude and each 30minutes of longitude. MEF figures are depicted to thenearest 100' value. The last two digits of the number arenot shown. In this example the MEF represents 12,500'.
MEFs are shown over land masses as well as over openwater areas containing man-made obstacles such as oilrigs.
In the determination of MEFs, extreme care isexercised to calculate the values based on the existing
elevation data shown on source material. Cartographersuse the following procedure to calculate MEFs:
When a man-made obstacle is more than 200'above the highest terrain within the quadrant:
1. Determine the elevation of the top of theobstacle above MSL.
2. Add the possible vertical error of the sourcematerial to the above figure (100' or 1/2 con-tour interval when interval on source exceeds200'. U.S. Geological Survey QuadrangleMaps with contour intervals as small as 10'are normally used).
3. Round the resultant figure up to the nexthigher hundred foot level.
Example: Elevation of obstacle top (MSL) = 2424Possible vertical error + 100
equals 2524Raise to the following 100 foot level 2600
Maximum Elevation Figure
When a natural terrain feature or natural vertical obstacle(e.g. a tree) is the highest feature within the quadrangle.:
1. Determine the elevation of the feature.2. Add the possible vertical error of the source
to the above figure (100' or 1/2 the contourinterval when interval on source exceeds200').
3. Add a 200' allowance for natural or man-made obstacles which are not portrayedbecause they are below the minimum heightat which the chart specifications require theirportrayal.
4. Round the figure up to the next higherhundred foot level.
Example: Elevation of obstacle top (MSL) = 3450Possible vertical error + 100Obstacle Allowance 200
equals 3750Raise to the following 100 foot level 3800
Maximum Elevation Figure
Pilots should be aware that while the MEF isbased on the best information available to the cartogra-pher, the figures are not verified by field surveys. Also,users should consult the Aeronautical Chart Bulletin inthe A/FD or NACO website to ensure that your chart hasthe latest MEF data available.
RADIO AIDS TO NAVIGATION
On visual charts, information about radio aids tonavigation is boxed, as illustrated. Duplication of data isavoided. When two or more radio aids in a general areahave the same name with different frequencies, TACANchannel numbers, or identification letters, and no misin-terpretation can result, the name of the radio aid may beindicated only once within the identification box. VHF/
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UHF radio aids to navigation names and identificationboxes (shown in blue) take precedence. Only those itemsthat are different (e.g., frequency, Morse Code) arerepeated in the box in the appropriate color. The choiceof separate or combined boxes is made in each case onthe basis of economy of space and clear identification ofthe radio aids.
Radio aids to navigation located on an airportdepicted by the pattern symbol may not always beshown by the appropriate symbol. A small open circleindicates the NAVAID location when co-located with anairport symbol. The type of radio aid to navigation maybe indicated by letter identification; e.g., VOR, VORTAC,or VOR-DME, positioned on and breaking the top line ofthe identification box.
AIRPORTS
Airports in the following categories are charted asindicated (additional symbols are shown later in this Sec-tion).
Public use airports:
Hard-surfaced runways greater than 8069' orsome multiple runways less than 8069'
Hard-surfaced runways 1500' to 8069'
Other than hard-surfaced runways
Seaplane bases
Military airports:
Other than hard-surfaced runways
Hard-surfaced runways are depicted the sameas public-use airports.U.S. military airports are identified by abbrevia-tions such as AAF (Army Air Field), AFB (Air ForceBase), MCAS (Marine Corps Air Station), NAS(Naval Air Station), NAF (Naval Air Facility), NAASNaval Auxiliary Air Station), etc. Canadian militaryairports are identified by the abbreviation DND(Department of National Defense).
Services available:Tick marks around the basic airport symbol indi-cate that fuel is available and the airport is tendedduring normal working hours. (Normal workinghours are Monday through Friday 10:00 A.M. to4:00 P.M. local time.)
Other airports with or without services:
Airports are plotted in their true geographic posi-tion unless the symbol conflicts with a radio aid to navi-gation (navaid) at the same location. In such cases, theairport symbol will be displaced, but the relationshipbetween the airport and the navaid will be retained.
Airports are identified by their designated name.Generic parts of long airport names (such as "airport”,"field” or "municipal") and the first names of persons arecommonly omitted unless they are needed to distinguishone airport from another with a similar name.
The figure at right illus-trates the coded data that isprovided along with the airportname. The elevation of an air-port is the highest point on theusable portion of the landingareas. Runway length is thelength of the longest active run-way including displaced thresh-olds and excluding overruns.Runway length is shown to thenearest 100', using 70 as thedivision point; a runway 8070' in length is charted as 81,while a runway 8069' in length is charted as 80.
Airports with Control Towers (CT), and theirrelated information, are shown in blue. All other airports,
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VFR AERONAUTICAL CHARTS 4
and their related information, are shown in magenta (red-dish purple).
The symbol indicates that runway lights are onduring hours of darkness. A indicates that the pilotmust consult the Airport/Facility Directory (A/FD) todetermine runway lighting limitations, such as: availableon request (by radio call, letter, phone, etc), part-timelighting or pilot/airport controlled lighting. Lighting codesrefer to runway edge lights. The lighted runway may notbe the longest runway available, and may not be lightedfull length. A detailed description of airport and air navi-gation lighting aids available at each airport can be foundin the A/FD. When information is lacking, the respectivecharacter is replaced by a dash. The symbol indicatesthe existence of a rotating or flashing airport beaconoperating continuously sunset to sunrise. The Aeronauti-cal Information Manual (AIM) thoroughly explains thetypes and uses of airport lighting aids.
CONTROLLED AIRSPACE
Controlled airspace consists of those areaswhere some or all aircraft may be subject to air trafficcontrol, such as Class A, Class B, Class C, Class D,Class E Surface (SFC) and Class E Airspace.
Class A Airspace
within the United Statesextends from 18,000' up to 60,000' MSL. While visualcharts do not depict Class A, it is important to note itsexistence.
Class B Airspace
is shown in abbreviated formon the World Aeronautical Chart (WAC). The SectionalAeronautical Chart (Sectional) and Terminal Area Chart(TAC) show Class B in greater detail. The MSL ceiling andfloor altitudes of each sector are shown in solid blue fig-
ures with the last two digits omitted: Radials and
arcs used to define Class B are prominently shown onTACs. Detailed rules and requirements associated withthe particular Class B are shown. The name by which
the Class B is identified is shown as forexample.
Class C Airspace
is shown in abbreviated formon WACs. Sectionals and TACs show Class C in greaterdetail.
The MSL ceiling and floor altitudes of each sectorare shown in solid magenta figures with the last two dig-
its eliminated: . The following figures identify a sec-
tor that extends from the surface to the base of the Class
B: . The name by which the Class C is identified is
shown as: . Separate notes, enclosedin magenta boxes, give the approach control frequenciesto be used by arriving VFR aircraft to establish two-wayradio communication before entering the Class C (gener-ally within 20 NM):
Class D Airspace
is symbolized by a bluedashed line. Class D operating less than continuous isindicated by the following note: . Ceilings
of Class D are shown as follows: . A minus in frontof the figure is used to indicate "from surface to but notincluding .... .”
Class E Surface (SFC) Airspace
is symbolizedby a magenta dashed line. Class E SFC operating lessthan continuous is indicated by the following note:
Class E Airspace
ex is ts at 1200' aboveground level unless desig-nated otherwise. The lat-eral and vertical limits of allClass E up to but not including 18,000' are shown bynarrow bands of vignette on Sectionals and TACs. Con-trolled airspace floors of 700' above the ground aredefined by a magenta vignette; floors other than 700'that abut uncontrolled airspace (Class G) are defined bya blue vignette; differing floors greater than 700' above
the ground are annotated by a symbol and a
number indicating the floor. If the ceiling is less than18,000' MSL, the value (prefixed by the word "ceiling") isshown along the limits of the controlled airspace. Theselimits are shown with the same symbol indicated above.
UNCONTROLLED AIRSPACE
Class G Airspace
within the United Statesextends up to 14,500' MSL. At and above this altitude isClass E, excluding the airspace less than 1500' abovethe terrain and certain special use airspace areas.
SPECIAL USE AIRSPACE
Special use airspace confines certain flight activ-ities and restricts entry, or cautions other aircraft operat-
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ing within specific boundaries. Except for ControlledFiring Areas, special use airspace areas are depicted onvisual aeronautical charts. Controlled Firing Areas are notcharted because their activities are suspended immedi-ately when spotter aircraft, radar, or ground lookout posi-tions indicate an aircraft might be approaching the area.Nonparticipating aircraft are not required to change theirflight paths. Special use airspace areas are shown in theirentirety (within the limits of the chart), even when theyoverlap, adjoin, or when an area is designated withinanother area. The areas are identified by type and identi-fying name or number, positioned either within or imme-diately adjacent to the area.
OTHER AIRSPACE AREAS
Mode C Required Airspace
(from the surface to10,000' MSL) within 30 NM radius of the primary air-port(s) for which a Class B is designated, is depicted by
a solid magenta line . Mode C is required
but not depicted for operations within and above allClass C up to 10,000' MSL. Enroute Mode C require-ments (at and above 10,000' MSL except in airspace atand below 2500' AGL) are not depicted. See FAR 91.215and the AIM.
FAR 93
Airports and heliportswhere Federal Aviation Regulation (FAR93) special air traffic rules and airporttraffic patterns apply are shown by"boxing" the airport name.
FAR 91
Airports where fixed wing special visualflight rules operations are prohibited (FAR 91) are shownwith the type "NO SVFR" above the airport name.
National Security Areas
indicated with a brokenmagenta line and
Special Federal AviationRegulations (SFAR) Areas
indicated with the followingsymbol: , consist of airspace with definedvertical and lateral dimensions established at locationswhere there is a requirement for increased security andsafety of ground facilities. Pilots are requested to volun-tarily avoid flying through these depicted areas. Whennecessary, flight may be temporarily prohibited.
Temporary Flight Restriction (TFR) AreasRelating to National Security
are indicated with a bro-ken blue line . A Temporary Flight Restriction
(TFR) is a type of Notices to Airmen (NOTAM). A TFRdefines an area restricted to air travel due to a hazardouscondition, a special event, or a general warning for theentire airspace. The text of the actual TFR contains thefine points of the restriction. It is important to note thatonly TFRs relating to National Security are charted.
Air Defense Identification Zones (ADIZs)
aresymbolized using the ADIZ symbol: . Asdefined in 14 CFR Part 99, an ADIZ is an area in whichthe ready identification, location, and control of all aircraftis required in the interest of national security. ADIZboundaries include Alaska, Canada and the ContiguousU.S.
Due to federal security agencies’ concerns aboutunidentified VFR aircraft flying too close to the nation’scapital, in early 2003 the FAA adapted the ADIZ conceptto address these concerns and issued a Flight Data Cen-ter (FDC) NOTAM that designated this airspace as theWashington DC Metropolitan Air Defense IdentificationZone (DC ADIZ).
The Washington DC Flight Restricted Zone(FRZ) Relating to National Security
is depicted usingthe Prohibited/Restricted/Warning Area symbology
and is located within the DC ADIZ. It isdefined as the airspace within approximately a 13 to15NM radius of the KDCA VOR/DME. Additional require-ments are levied upon operators requesting access tooperate inside the National Capitol Region.
Terminal Radar Service Areas (TRSAs)
areshown in their entirety, symbolized by a screened blackoutline of the entire area including the various sectorswithin the area .
The outer limit of the entire TRSA is a continuousscreened black line. The various sectors within the TRSAare symbolized by slightly narrower screened black lines.
Each sector altitude is identified in solid blackcolor by the MSL ceiling and floor values of the respec-tive sector, eliminating the last two digits. A leader line isused when the altitude values must be positioned out-side the respective sectors because of space limitations.The TRSA name is shown near the north position of theTRSA as follows: . Associated frequen-cies are listed in a table on the chart border.
Military Training Routes (MTRs)
are shown onSectionals and TACs. They are identified by the routedesignator: . Route designatorsare shown in solid black on the route centerline, posi-tioned along the route for continuity. The designator IR orVR is not repeated when two or more routes are estab-lished over the same airspace, e.g., IR201-205-227.Routes numbered 001 to 099 are shown as IR1 or VR99,eliminating the initial zeros. Direction of flight along theroute is indicated by small arrowheads adjacent to and inconjunction with each route designator.
VFR AERONAUTICAL CHARTS 6
The following note appears on Sectionals andTACs covering the conterminous United States.
There are IFR (IR) and VFR (VR) routes as follows:Route identification:a. Routes at or below 1500' AGL (with no seg-
ment above 1500') are identified by four-digitnumbers; e.g., VR1007, etc. These routes aregenerally developed for flight under VisualFlight Rules.
b. Routes above 1500' AGL (some segments ofthese routes may be below 1500') are identi-fied by three-digit or less numbers; e.g., IR21,VR302, etc. These routes are developed forflight under Instrument Flight Rules.
MTRs can vary in width from 4 to 16 miles.Detailed route width information is available in the FlightInformation Publication (FLIP) AP/1B (a DoD publication),or in the Digital Aeronautical Chart Supplement (DACS)produced by NACO.
Special Military Activity
areas are indicated onthe Sectionals by a boxed note in black type. The notecontains radio frequency information for obtaining areaactivity status.
TERMINAL AREA CHART (TAC) COVERAGE
TAC coverage is shown on appropriate Section-als by a 1/4" masked line as indicated below. Within thisarea, pilots should use TACs which provide greater detailand clarity of information. A note to this effect appearsnear the masked boundary line.
INSET COVERAGE
Inset coverage is shown on appropriate Section-als by a 1/8" masked line as indicated below. A note tothis effect appears near the masked boundary line.
CHART TABULATIONS
Airport Tower Communications
are provided ina columnized tabulation for all tower-controlled airportsthat appear on the respective chart. Airport names arelisted alphabetically. If the airport is military, the type ofairfield, e.g., AAF, AFB, NAS, is shown after the airfieldname. In addition to the airport name, tower operatinghours, primary VHF/UHF local Control Tower (CT),Ground Control (GND CON), and Automatic TerminalInformation Service (ATIS) frequencies, when available,will be given. An asterisk (*) indicates that the part-timetower frequency is remoted to a collocated full-time FSSfor use as Local Airport Advisory (LAA) when the tower isclosed. Airport Surveillance Radar (ASR) and/or Preci-sion Approach Radar (PAR) procedures are listed whenavailable.
Approach Control Communications
are pro-vided in a columnized tabulation listing Class B, Class C,Terminal Radar Service Areas (TRSA) and SelectedRadar Facilities when available. Primary VHF/UHF fre-quencies are provided for each facility. Sectorizationoccurs when more than one frequency exists and/or isapproach direction dependent. Availability of servicehours is also provided.
Special Use Airspace (SUA)
information iscomprised of Prohibited, Restricted, Alert, and WarningAreas. They are presented in blue and listed numericallyfor U.S. and other countries. Restricted, Danger andAdvisory Areas for Canada are tabulated separately inblue. A tabulation of Military Operations Areas (MOA) thatappear on the chart are presented in magenta and listedalphabetically. All are supplemented with altitude, time ofuse and the controlling agency/contact facility, and itsfrequency, when available. The controlling agency will beshown when the contact facility and frequency data isunavailable.
GENERAL INFORMATIONSymbols shown are for World Aeronautical Charts (WACs), Sectional Aeronautical Charts (Sectionals), Terminal AreaCharts (TACs), VFR Flyway Planning Charts and Helicopter Route Charts. When a symbol is different on any VFRchart series, it will be annotated as such (e.g. WAC or Not shown on WAC).
VFR AERONAUTICAL CHARTS - Aeronautical Information 10
AIRPORTS
LANDPLANE: CIVIL
Airports having con-trol towers (CT) are shown in blue, all oth-ers are shown in magenta.
All recognizable run-ways, including some which may be closed, are shown for visual identification pur-poses.
Refueling and repair facilities for normal traffic.
Runway patterns will be depicted at air-ports with at least one hard surface runway 1500´ or greater in length.
SEAPLANE: CIVIL AERONAUTICAL INFORMATION
LANDPLANE:CIVIL-MILITARY
LANDPLANE:MILITARY
Refueling and repair facilities not indi-cated.
LANDPLANE:EMERGENCY
No facilities
or
Complete informa-tion is not available.
Add appropriate note as required:“(CLOSED)”
SEAPLANE:EMERGENCY
No facilities or com-plete information is not available.
HELIPORT
(Selected)
ULTRALIGHT FLIGHT PARK
(Selected)
AIRPORT DATA GROUPING
(Pvt) - Non-public use having emergency or landmark value.
AIRPORTS
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RADIO AIDS TO NAVIGATION
VHFOMNI-DIRECTIONAL RADIO (VOR) RANGE
VOR
VORTAC
When an NDB NAVAID shares the same name and Morse Code as theVOR NAVAID the frequency can be colocated inside the same box to conserve space.
VOR-DME
NON-DIRECTIONAL RADIOBEACON (NDB)
NDB-DME
{
ILS COMPONENTS
Shown when compo-nent of airway sys-tem or used in the description of Class B airspace.
BROADCASTSTATIONS (BS)
On request by the proper authority or when a VFR Check-point.
FLIGHT SERVICE STATION (FSS)
REMOTECOMMUNICATIONS OUTLET (RCO)
RADIO AIDS TO NAVIGATION
VFR AERONAUTICAL CHARTS - Aeronautical Information 12
AIR FORCE STATION (AFS)
LONG RANGERADAR STATION (LRRS)
OFF AIRPORTAWOS/ASOS
AIRSPACE INFORMATION
CLASS B AIRSPACE
Appropriate notes as required may be shown.
Only the airspace effective below 18,000 feet MSL are shown.
(Mode C seeFAR 91.215 /AIM)
All mileagesare nautical (NM).
All radialsare magnetic.
RADIO AIDS TO NAVIGATION
LAS
002
CLASS C AIRSPACE
Appropriate notes as required may be shown.
(Mode C seeFAR 91.215 /AIM)
CLASS D AIRSPACE
AIRSPACE INFORMATION
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CLASS E AIRSPACE
The limits of Class E airspace shall be shown by narrow vignettes or by the dashed magenta symbol. Individual units of designated airspace are not nec-essarily shown; instead, the aggre-gate lateral and verti-cal limits shall be defined by the follow-ing:
Airspace beginning at the surface (sfc) des-ignated around air-ports ...
Airspace beginning at 700 feet AGL ...
Airspace beginning at 1200 feet AGL or greater that abuts uncontrolled air-space (Class G) ...
Differentiates floors of airspace greater than 700 feet above the surface...
When the ceiling is less than 18,000 feet MSL, the value, pre-fixed by the word "ceiling,” shall be shown along the lim-its.
OFFSHORE CONTROL AREAS
AIRSPACE INFORMATION
’
CANADIAN AIRSPACE
Individual units of designated Canadian airspace are not nec-essarily shown; instead, the aggre-gate lateral and verti-cal limits shall be portrayed as closely as possible to the comparable U.S. air-space.
Appropriate notes as required may be shown.
AIRSPACE OUTSIDE OF U.S.
Other than Canada
Appropriate notes as required may be shown.
FLIGHT INFORMATION REGIONS (FIR) and /or (CTA)
OCEANIC CONTROL AREAS (OCA)
AIRSPACE INFORMATION
VFR AERONAUTICAL CHARTS - Aeronautical Information 14
LOW ALTITUDEAIRWAYSVOR and LF / MF (CLASS E AIRSPACE)
Low altitude Federal Airways are indicated by centerline.
Only the controlled airspace effective below 18,000 feet MSL is shown.
MISCELLANEOUS AIR ROUTES
AIRSPACE INFORMATION
SPECIAL USE AIRSPACE
Only the airspace effective below 18,000 feet MSL are shown.
The type of area shall be spelled out in large areas if space per-mits.
MILITARY TRAINING ROUTES (MTR)
SPECIAL MILITARY ACTIVITY ROUTES (SMAR)
Boxed notes (as in text) shown adjacent to route.
AIRSPACE INFORMATION
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SPECIAL AIR TRAFFIC RULES / AIRPORT PATTERNS (FAR 93)
Appropriate boxed note as required shown adjacent to area.
SPACE OPERATIONS AREA(FAR 91.143)
MODE C (FAR 91.215)
Appropriate notes as required may be shown.
MISCELLANEOUS AIRSPACE AREAS
Parachute Jumping Area with Frequency
GliderOperating Area
UltralightActivity
Hang GliderActivity
SPECIAL CONSERVATION AREAS
National Park, Wildlife Refuge, Primitive and Wilderness Areas, etc.
AIRSPACE INFORMATION
SPECIAL AIRSPACE AREAS
SPECIAL FEDERAL AVIATION REGULATIONS (SFAR) AREAS
Appropriate notes as required may be shown.
Note. Delimiting line not shown when it coincides with Inter-national Boundary, projection lines or other linear features.
FLIGHT RESTRICTED ZONE RELATING TO NATIONAL SECURITY
Example: Washington DC
Appropriate notes as required may be shown.
AIR DEFENSE IDENTIFICATION ZONE (ADIZ)
Note. Delimiting line not shown when it coincides with Inter-national Boundary, projection lines or other linear features.
TEMPORARY FLIGHT RESTRICTION (TFR)RELATING TO NATIONAL SECURITY
Example:P-40/R-4009
Appropriate notes as required may be shown.
AIRSPACE INFORMATION
CAUTIONP-40 AND R-4009 EXPANDED BY TEMPORARY FLIGHT RESTRICTION.CONTACT AFSS FOR LATEST STATUS AND NOTAMS
VFR AERONAUTICAL CHARTS - Aeronautical Information 16
NATIONAL SECURITY AREA
Appropriate notes as required may be shown.
HIGH ENERGY RADIATION AREAS
Appropriate notes as required may be shown.
TERMINAL RADAR SERVICE AREA (TRSA)
Appropriate notes as required may be shown.
AIRSPACE INFORMATION
AIRSPACE INFORMATION
IFR ROUTES
Appropriate notes as required may be shown.
Arrival
Departure
TRANSITION ROUTES
Appropriate notes as required may be shown.
Uni-directional
Bi-directional
NAVIGATIONAL AND PROCEDURAL INFORMATION
ISOGONIC LINE & VALUE
Isogonic lines and values shall be based on the five year epoch magnetic variation model.
LOCAL MAGNETIC NOTES
Unreliability Notes
COMPASS ROSETTE
Shown only in areas void of VOR roses.
Compass rosette will be based on the five year epoch magnetic variation model.
33 VFR FLYWAY PLANNING CHARTS - Aeronautical Information
AIRPORTS
LANDPLANE
No distinction is made between air-ports with services and those without services. Runways may be exaggerated to clearly portray the pattern. Hard-sur-faced runways which are closed but still exist are included in the charted pattern.
FAR 91 - Fixed wing special VFR opera-tions prohibited.
(Pvt) - Non-public use having emergency or landmark value.
VFR FLYWAY PLAN-NING CHARTS
RADIO AIDS TO NAVIGATION
VHFOMNI-DIRECTIONALRADIO RANGE (VOR)
VOR
VORTAC
VOR-DME
NON-DIRECTIONAL RADIOBEACON(NDB)
NDB-DME
NAVAIDS USED TO DEFINE CLASS BAIRSPACE
AIRSPACE INFORMATION
CLASS B AIRSPACE
Appropriate notes as required may be shown.
(Mode C seeFAR 91.215 /AIM)
All mileages are nautical (NM).
All radialsare magnetic.
CLASS C AIRSPACE
Appropriate notes as required may be shown.
(Mode C seeFAR 91.215/AIM)
CLASS D AIRSPACE
VFR FLYWAY PLANNING CHARTS - Aeronautical Information 34
CLASS E SURFACE (SFC) AIRSPACE
SPECIAL AIRSPACE AREAS
FLIGHT RESTRICTED ZONE RELATING TO NATIONAL SECURITY
Example: Washington DC
Appropriate notes as required may be shown.
AIR DEFENSE IDENTIFICATION ZONE (ADIZ)
Note. Delimiting line not shown when it coincides with Inter-national Boundary, projection lines or other linear features.
TEMPORARY FLIGHT RESTRICTION (TFR)RELATING TO NATIONAL SECURITY
Example:
Appropriate notes as required may be shown.
AIRSPACE INFORMATION
CAUTIONP-40 AND R-4009 EXPANDED BY TEMPORARY FLIGHT RESTRICTION.CONTACT AFSS FOR LATEST STATUS AND NOTAMS.
SUGGESTED VFR FLYWAY AND ALTITUDE
IFR ROUTES
Appropriate notes as required may be shown.
Arrival
Departure
TRANSITION ROUTES
Appropriate notes as required may be shown.
Uni-directional
Bi-directional
SPECIAL USE AIRSPACE
Only the airspace effective below 18,000 feet MSL is shown.
35 VFR FLYWAY PLANNING CHARTS - Aeronautical Information
SPECIAL AIR TRAFFIC RULES / AIRPORT TRAFFIC AREAS (FAR Part 93)
Appropriate boxed note as required shown adjacent to area.
MODE C (FAR 91.215)
Appropriate notes as required may be shown.
TERMINAL RADAR SERVICE AREA (TRSA)
MISCELLANEOUS AIRSPACE AREAS
Parachute Jumping Area
GliderOperating Area
UltralightActivity
Hang GliderActivity
AIRSPACE INFORMATION NAVIGATIONAL AND PROCEDURAL INFORMATION
VFR CHECKPOINTS
VFR WAYPOINTS
Stand-Alone
Collocated with VFR Checkpoint
OBSTRUCTIONS
Only those obstacles specified by the local ATC Facility shall be shown.
Above Ground Level (AGL) heights are not shown.
NAVIGATIONAL DATA
’
’
’’
’’
’’
VFR FLYWAY PLANNING CHARTS - Topographic Information 36
CULTURE
RAILROADS
Single and Multiple Tracks
ROADS
Dual-LaneDivided Highway
Primary
POPULATED PLACES
Built-up Areas
Towns
BOUNDARIES
International
POWER TRANSMISSION LINES
PROMINENT PICTORIALS
LANDMARKS
HYDROGRAPHY
SHORELINES
MAJOR LAKES AND RIVERS
RESERVOIRS
HARBOR FREEWAY110
POWER PLANT
RELIEF
Spot Elevations
Position Accurate Mountain Peaks
37 IFR AERONAUTICAL CHARTS
EXPLANATION OF IFR ENROUTE TERMS AND SYMBOLS
The discussions and examples in this section will be based primarily on the IFR (Instrument Flight Rule)Enroute Low Altitude Charts. Other IFR products use similar symbols in various colors (see Section 3 of this guide).The chart legends list aeronautical symbols with a brief description of what each symbol depicts. This section willprovide a more detailed discussion of some of the symbols and how they are used on IFR charts.
NACO charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee(IACC), and are approved by representatives of the Federal Aviation Administration and the Department of Defense.Some information on these charts may only apply to military pilots.
AIRPORTS
All active airports with hard-surfaced runways of3000' or longer are shown on FAA IFR Enroute Charts.All active airports with approved instrument approachprocedures are also shown regardless of runway lengthor composition. Charted airports are classified accordingto the following criteria:
Blue
– Airports with an approved Department ofDefense (DoD) Low Altitude Instrument Approach Pro-cedure and/or DoD RADAR MINIMA published inDOD FLIP (Flight Information Publication or the FAAU.S. Terminal Procedures Publication (TPP).
Green
– Airports and seaplane bases with anapproved Low Altitude Instrument Approach Proce-dure published in the FAA TPP volumes.
Brown
– Airports and seaplane bases that do nothave a published Instrument Approach Procedure.
Airports are plotted in their true geographic posi-tion unless the symbol conflicts with a radio aid to navi-gation (NAVAID) at the same location. In such cases, theairport symbol will be displaced, but the relationshipbetween the airport and the NAVAID is retained.
Airports are identified by the airport name. In thecase of military airports, the abbreviated letters AFB (AirForce Base), NAS (Naval Air Station), NAF (Naval AirFacility), MCAS (Marine Corps Air Station), AAF (Army AirField), etc., appear as part of the airport name.
Airports marked "Pvt" immediately following theairport name are not for public use, but otherwise meetthe criteria for charting as specified above.
Runway length is the length of the longest activerunway (including displaced thresholds but excludingoverruns) and is shown to the nearest 100 feet using 70feet as the division point; e.g., a runway of 8,070' islabeled 81.
The following runway compositions (materials)constitute a hard-surfaced runway: asphalt, bitumen,concrete, and tar macadam. Runways that are nothard-surfaced have a small letter "s" following the run-way length, indicating a soft surface.
A symbol following the elevation under the air-port name means that runway lights are in operationsunset to sunrise. A symbol indicates there is PilotControlled Lighting. A symbol means the lighting ispart-time or on request. The pilot should consult the Air-port/Facility Directory for light operating procedures. TheAeronautical Information Manual thoroughly explains thetypes and uses of airport lighting aids.
RADIO AIDS TO NAVIGATION (NAVAIDs)
All IFR radio NAVAIDs that have been flight-checked and are operational are shown on IFR enroutecharts. VHF/UHF NAVAIDs (VORs, TACANs, and UHFNDBs) are shown in black, and LF/MF NAVAIDs (Com-pass Locators and Aeronautical or Marine NDBs) areshown in brown.
Longest runway length to nearest 100 feet with 70 feet as the dividing point (add 00)s indicates soft surface
Part-time or established by NOTAM. See Airport/Facility Directory for times of operation. In Alaska see Supplement Alaska
Airport Name
Associated City Name
1. Airport elevation given in feet above or below mean sea level.2. Pvt - Private use, not available to general public.3. A solid line box enclosing the airport name indicates FAR 93 Special Requirements- see Directory/Supplement4. "NO SVFR" above the airport name indicates FAR 91 fixed-wing special VFR flight is prohibited5. following the airport identifier indicates Class C or Class D Airspace.6. Airport symbol may be offset for enroute navigational aids.7. Associated city names for public airports are shown above or preceding the airport name. If airport name and city name are the same, only the airport name is shown. The airport identifier in parentheses follows the airport name. City names for military and private airports are not shown.
AutomaticTerminal
InformationService
AirportElevation
Part-time Frequency
LOW ALTITUDE - U.S. & ALASKA
AirportIdentifier Airspace Class
orC
No lighting availableAt private facilities - indicates nolighting information available.
Lighting availablePilot Controlled LightingPart-time or on request
For complete information consult the Airport/Facility Directory.
Lighting Capability:
L
L
L
IFR AERONAUTICAL CHARTS 38
On enroute charts, information about NAVAIDs isboxed as illustrated below. To avoid duplication of data,when two or more NAVAIDs in a general area have thesame name, the name is usually printed only once insidean identification box with the frequencies, TACAN chan-nel numbers, identification letters, or Morse Code identi-ficat ions of the di fferent NAVAIDs a l l shown inappropriate colors.
NAVAIDs which may be, or are, scheduled forsome future corrective action within the life-span of thechart shall be indicated by the note “CHECK NOTAMs”.The affected component is indicated by diagonal linesover the frequency or channel which indicates an abnor-mal status.
CONTROLLED AIRSPACE
Controlled airspace consists of those areaswhere some or all aircraft may be subjected to air trafficcontrol within the following airspace classifications of A,B, C, D, & E.
Class A Airspace
is depicted as open area(white) on the Enroute High Charts. It consists of air-space from 18,000 MSL to FL600.
Class B Airspace
is depicted as screened bluearea with a solid line encompassing the area.
Class C Airspace
is depicted as screened bluearea with a dashed line encompassing the area.
Class B and Class C Airspace
consist of con-trolled airspace extending upward from the surface or adesignated floor to specified altitudes, within which allaircraft and pilots are subject to the operating rules andrequirements specified in the Federal Aviation Regula-tions (FAR) 71. Class B and C Airspace are shown inabbreviated forms on Enroute Low Altitude charts. Ageneral note adjacent to Class B airspace refers the userto the appropriate VFR Terminal Area Chart.
Class D Airspace
(airports with an operatingcontrol tower) are depicted as open area (white) with a
following the airport name.
Class E Airspace
is depicted as open area(white) on the Enroute Low Charts. It consists of airspacebelow 18,000 MSL.
Airports within which fixed-wing special VFRflight is prohibited are shown as:
Air Route Traffic Control Centers (ARTCC) areestablished to provide Air Traffic Control to aircraft oper-ating on IFR flight plans within controlled airspace, par-ticularly during the enroute phase of flight. Boundaries ofthe ARTCCs are shown in their entirety using the symbolbelow. Center names are shown adjacent and parallel tothe boundary line.
ARTCC sector frequencies are shown in boxesoutlined by the same symbol.
SPECIAL USE AIRSPACE
Special use airspace confines certain flight activ-ities or restricts entry, or cautions other aircraft operatingwithin specific boundaries. Special use airspace areasare depicted on aeronautical charts. Special use air-space areas are shown in their entirety, even when they
NO SVFR
AIRPORT NAME
39 IFR AERONAUTICAL CHARTS
overlap, adjoin, or when an area is designated withinanother area. The areas are identified by type and identi-fying number or name (R-4001), effective altitudes, oper-ating time, weather conditions (VFR/IFR) during whichthe area is in operation, and voice call of the controllingagency, on the back or front panels of the chart. SpecialUse Airspace with a floor of 18,000' MSL or above is notshown on the Enroute Low Altitude Charts. Similarly,Special Use Airspace with a ceiling below 18,000' MSLis not shown on Enroute High Altitude Charts.
OTHER AIRSPACE
Mode C Required Airspace
(from the surface to10,000' MSL) within 30 NM radius of the primary air-port(s) for which a Class B airspace is designated, isdepicted on Enroute Low Altitude Charts. Mode C is alsodepicted within 10 NM of all airports listed in Appendix Dof FAR 91.215 and the Aeronautical Information Manual(AIM).
Mode C is required within the limits of a Class C airspaceup to 10,000' MSL.
INSTRUMENT AIRWAYS
The FAA has established two fixed route systemsfor air navigation. The VOR and LF/MF (low or mediumfrequency) system—designated from 1,200' AGL to butnot including 18,000' MSL—is shown on Low AltitudeEnroute Charts, and the Jet Route system—designatedfrom 18,000' MSL to FL 450 inclusive—is shown onHigh Altitude Enroute Charts.
VOR LF/MF AIRWAY SYSTEM (LOW ALTITUDE ENROUTE CHARTS)
In this system VOR airways—airways based onVOR or VORTAC NAVAIDs—are depicted in black andidentified by a "V" (Victor) followed by the route number
(e.g., "V12"). In Alaska, some segments of low-altitudeairways are based on LF/MF navaids and are charted inbrown instead of black.
LF/MF airways—airways based on LF/MFNAVAIDs—are sometimes called "colored airways"because they are identified by color name and number(e.g., "Amber One", charted as "A1"). Green and Red air-ways are plotted east and west, and Amber and Blue air-ways are plotted north and south. Regardless of theircolor identifier, LF/MF airways are shown in brown. U.S.colored airways exist only in Alaska, those within theconterminous U.S. have been rescinded.
AIRWAY/ROUTE DATA
On both series of Enroute Charts, airway/routedata such as the airway identifications, bearings or radi-als, mileages, and altitude (e.g., MEA, MOCA, MAA) areshown aligned with the airway and in the same color asthe airway.
Airways/Routes predicated on VOR or VORTACNAVAIDs are defined by the outbound radial from theNAVAID. Airways/Routes predicated on LF/MF NAVAIDsare defined by the inbound bearing.
AREA NAVIGATION (RNAV) ”T” ROUTE SYSTEM
The FAA has created new low altitude area navi-gation (RNAV) routes for the en route and terminal envi-ronments. The RNAV routes will provide more directrouting for IFR aircraft and enhance the safety and effi-ciency of the National Airspace System. To utilize theseroutes aircraft will need to be equipped with IFRapproved Global Navigation Satellite System (GNSS). InAlaska, TSO-145a and 146a equipment is required.
Low altitude RNAV only routes are identified bythe letter “T” prefix, followed by a three digit number (T-200 to T-500). Routes are depicted in aeronautical blueon the IFR Enroute Low Altitude charts. RNAV routedata (route line, identification boxes, mileages, way-points, waypoint names, magnetic reference bearings,and MEAs) will also be printed in aeronautical blue.Magnetic reference bearings will be shown originatingfrom a waypoint, fix/reporting point or NAVAID. A GNSSminimum IFR en route altitude (MEA) for each segmentwill be established to ensure obstacle clearance and
3500G
V4
5500
*3500
30 310
Victor Route (with RNAV/GPS MEA shown in blue)
IFR AERONAUTICAL CHARTS 40
communications reception. MEAs will be identified witha “G” suffix..
Joint Victor/RNAV routes will be charted as out-lined above except as noted. The joint Victor route andthe RNAV route identification box shall be shown adja-cent to each other. Magnetic reference bearings will notbe shown. MEAs will be stacked in pairs or in two sepa-rate columns, GNSS and Victor. On joint routes, RNAVspecific information will be printed in blue.
OFF ROUTE OBSTRUCTION CLEARANCE ALTI-TUDE (OROCA)
The Off Route Obstruction Clearance Altitude(OROCA) is represented in thousands and hundreds offeet above mean sea level. The OROCA represents thehighest possible elevation including both terrain andother vertical obstructions (towers, trees., etc.) boundedby the ticked lines of latitude and longitude. In this exam-ple the OROCA represents 12,500 feet.
OROCA is computed just as the Maximum Ele-vation Figure (MEF) found on Visual charts except that itprovides an additional vertical buffer of 1,000 feet in des-ignated non-mountainous areas and a 2,000 foot verticalbuffer in designated mountainous areas within the UnitedStates. For areas in Mexico and the Caribbean, locatedoutside the U.S. ADIZ, the OROCA provides obstructionclearance with a 3,000 foot vertical buffer. Unlike a MEF,when determining an OROCA the area 4 NM aroundeach quadrant is analyzed for obstructions. Evaluatingthe area around the quadrant provides the chart userthe same lateral clearance an airway provides should theline of intended flight follow a ticked line of latitude or lon-gitude. OROCA does not provide for NAVAID signal cov-erage, communication coverage and would not beconsistent with altitudes assigned by Air Traffic Control.OROCAs can be found over all land masses and openwater areas containing man-made obstructions (such asoil rigs). OROCAs are shown in every 30 x 30 minutequadrant on Area Charts, every one degree by one
degree quadrant for U.S. Low Altitude Enroute Chartsand every two degree by two degree quadrant on AlaskaLow Enroute Charts.
MILITARY TRAINING ROUTES (MTRs)
Military Training Routes (MTRs) are routes estab-lished for the conduct of low-altitude, highspeed militaryflight training (generally below 10,000 feet MSL at air-speeds in excess of 250 knots IAS). These routes aredepicted in brown on Enroute Low Altitude Charts, andare not shown on inset charts or on IFR Enroute HighAltitude Charts. Enroute Low Altitude Charts depict all IR(IFR Military Training Route) and VR (VFR Military TrainingRoute) routes, except those VRs that are entirely at orbelow 1500 feet AGL.
Military Training Routes are identified by designa-tors (IR-107, VR-134) which are shown in brown on theroute centerline. Arrows indicate the direction of flightalong the route. The width of the route determines thewidth of the line that is plotted on the chart:
Route segments with a width of 5 NM or less,both sides of the centerline, are shown by a .02"line.
Route segments with a width greater than 5 NM,either or both sides of the centerline, are shown by a.035" line.
JET ROUTE SYSTEM (HIGH ALTITUDE EN-ROUTE CHARTS)
Jet routes are based on VOR or VORTACnavaids, and are depicted in black with a "J" identifier fol-lowed by the route number (e.g., "J12"). In Alaska, somesegments of jet routes are based on LF/MF navaids andare shown in brown instead of black.
AREA NAVIGATION (RNAV) ”Q” ROUTE SYS-TEM (HIGH ALTITUDE ENROUTE CHARTS)
The FAA has adopted certain amendments toTitle 14, Code of Federal Regulations which paved theway for the development of new area navigation (RNAV)routes in the U.S. National Airspace System (NAS).These amendments enable the FAA to take advantage oftechnological advancements in navigation systems suchas the Global Positioning System (GPS). RNAV “Q”Route MEAs are shown when other than 18,000’. MEAsfor GNSS RNAV aircraft are identified with a “G” suffix.MEAs for DME/DME/IRU RNAV aircraft do not have a
MagneticReferenceBearing
WaypointCBRYT NEHER
T 270T 270087
269
70
5000G 268 088
6000G
6770
*5400
VAL100008000G6700
100007000G6700
7000G4400
T228 V33333310 10
GARRY JIMMY KEVINJON
1094940
332
41 IFR AERONAUTICAL CHARTS
“G” suffix.. RNAV routes and associated data are charted
in aeronautical blue. Magnetic reference bearings areshown originating from a waypoint, fix/reporting point, orNAVAID. Joint Jet/RNAV route identification boxes will belocated adjacent to each other with the route charted inblack. With the exception of Q-Routes in the Gulf ofMexico, GNSS or DME/DME/IRU RNAV are required,unless otherwise indicated. Radar monitoring is required.DME/DME/IRU RNAV aircraft should refer to the A/FD forDME information. Altitude values are stacked highest tolowest.
TERRAIN CONTOURS ON AREA CHARTS
The National Transportation Safety Board (NTSB)recommended that terrain be added to Area Charts toincrease pilots’ situational awareness of terrain in the ter-minal area and to increase the safety of flight. When theterrain on an Area Chart rises at least 1000’ above theairport elevation, terrain will be depicted in shades ofbrown. The initial contour value (lowest elevation)depicted will be at least 1000’, but no more than 2000’above the airport elevation. The initial contour value maybe less than 1000’ only if needed to depict a rise in ter-rain close to the airport. Subsequent contour values willbe depicted at a whole 1000’ increment (2000’/4000’,etc., NOT 2500’/4500’, etc.). The following Area Chartsare affected: Anchorage, Denver, Fairbanks, Juneau, LosAngeles, Phoenix, Prudhoe Bay, San Francisco and Van-couver.
The following boxed notes are added to affectedArea Charts as necessary:
MagneticReferenceBearing
RNAV Route
MEA - 23000G
Q7300
Waypoint
154 334NAMEE
MEA - 23000GJ12
MEA - 27000
300Q7
Joint Jet/RNAV Route
NOTE: TERRAIN CONTOURS HAVE BEEN ADDED TO THOSE AREA CHARTS WHERE THE TERRAIN ON THE CHART IS 1000 FOOT OR GREATER THAN THE ELEVATION OF THE PRIMARY AIRPORT
UNCONTROLLED AIRSPACE BOUNDARIES ARE DEPICTED WITH A SOLID BROWN LINE AND A .125" WIDE SHADED BROWN BAND. THE SHADED SIDE REPRESENTS THE UNCONTROLLED SIDE
GENERAL INFORMATIONSymbols shown are for the Instrument Flight Rules (IFR) Enroute Low and High Altitude Charts.
43 IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS
AIRPORTS
AIRPORT DATAIFR ENROUTE LOW/HIGH ALTITUDE CHARTSAERONAUTICAL INFORMATION
AIRPORT DATA DEPICTION
LOW/HIGH ALTITUDEAirports/Seaplane bases shown in BLUE and GREEN have an approved Instrument Approach Procedure published. Those in BLUE have an approved DoD Instrument Approach Procedure and/or DoD RADAR MINIMA published in DoD FLIPS or FAA TPP. Airports/Seaplane bases shown in BROWN do not have a published Instrument Approach Procedure.
All IAP Airports are shown on the Low Altituide Charts.
Non-IAP Airports shown on the U.S. Low Altitude Charts have a minimum hard surface runway of 3000'.
Non-IAP Airports shown on the Alaska Low Altitude Charts have a minimum hard or soft surface runway of 3000'.
Airports shown on the U.S. High Altitude Charts have a minimum hard surface runway of 5000'.
Airports shown on the Alaska High Altitude Charts have a minimum hard or soft surface runway of 4000'.
Associated city names for public airports are shown above or preceding the airport name. If airport name and city name are the same, only the airport name is shown. City names for military and private airports are not shown.
The airport identifier in parentheses follows the airport name or Pvt.
Airport symbol may be offset for enroute navigational aids.
Pvt - Private Use
Longest runway length to nearest 100 feet with 70 feet as the dividing point (add 00)s indicates soft surface
Part-time or established by NOTAM. See Airport/Facility Directory for times of operation. In Alaska see Supplement Alaska
Airport Name
Associated City Name
1. Airport elevation given in feet above or below mean sea level2. Pvt - Private use, not available to general public.3. A solid line box enclosing the airport name indicates FAR 93 Special Requirements- see Directory/Supplement4. "NO SVFR" above the airport name indicates FAR 91 fixed-wing special VFR flight is prohibited5. following the airport identifier indicates Class C or Class D Airspace.6. Airport symbol may be offset for enroute navigational aids.7. Associated city names for public airports are shown above or preceding the airport name. If airport name and city name are the same, only the airport name is shown. The airport identifier in parentheses follows the airport name. City names for military and private airports are not shown.
AutomaticTerminal
InformationService
AirportElevation
Part-time Frequency
LOW ALTITUDE - U.S. & ALASKA
AirportIdentifier Airspace Class
orC
No lighting availableAt private facilities - indicates nolighting information available.
Lighting availablePilot Controlled LightingPart-time or on request
For complete information consult the Airport/Facility Directory.
Lighting Capability:
Airport Name
Associated City Name
HIGH ALTITUDE - U.S.
AirportIdentifier
Longest runway length to nearest 100 feet with 70 feet as the dividing point (add 00)s indicates soft surface
Airport Name
Associated City Name
AirportElevation
HIGH ALTITUDE - ALASKA
AirportIdentifier
AutomaticTerminal
InformationService
Part-time Frequency
CIVIL
CIVIL AND MILITARY
MILITARY
SEAPLANE - CIVIL
HELIPORT
AIRPORTS
IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS 44
RADIO AIDS TO NAVIGATION
VHF OMNIDIRECTIONAL RADIO RANGE (VOR)
DISTANCE MEASURING EQUIPMENT (DME)
TACTICAL AIR NAVIGATION (TACAN)
NON-DIRECTIONAL RADIO BEACON (NDB)
MARINE RADIO BEACON (RBN)
COMPASS LOCATOR BEACON
ILS LOCALIZER
VOR/DME RNAVWAYPOINT DATA
RNAVWAYPOINT
NAVIGATION and COMMUNICATION BOXES
RADIO AIDS TO NAVIGATION
45 IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS
AIRSPACE INFORMATION
LOW ALTITUDE AIRWAYS
HIGH ALTITUDE ROUTES
SINGLE DIRECTION ROUTES
DIRECTION OF FLIGHT INDICATOR
SUBSTITUTE ROUTE
UNUSABLE ROUTE
BY-PASS ROUTE
AIRWAY RESTRICTION
V4 J4
VHF / UHF Data is depited in BlackLF / MF Data is depicted in BrownRNAV Route data is depicted in Blue
T000 Low Altitude RNAV RouteGNSS Required
VOR Airway /Jet Route
LF /MF Airway
Uncontrolled LF MFAirway
Oceanic Route
ATS Route
LOW/HIGH ALTITUDE
HIGH ALTITUDE
RNAV Route
MagneticReferenceBearingMEA - 23000G
Q7300
Waypoint
154 334NAMEE
MEA - 23000GJ12
MEA - 27000
300Q7
Joint Jet/RNAV Route
V 1931000-0600Z
Q111300-0600Z
Other times routes revert to bi-directional
V4
MILITARY TRAINING ROUTES (MTR)
FIXES/ATC REPORT-ING REQUIREMENTS
TACTICAL AIR NAVIGATION (TACAN)FIX - ALASKA
RADIALS ANDBEARINGS
All radials and bearings are magnetic
FACILITYLOCATORS
MILEAGES
All Mileages are Nautical (NM)
DISTANCE MEASURING EQUIPMENT (DME) FIX
AIRSPACE INFORMATION
LOW/HIGH ALTITUDE
Fix-Compulsory Position Report
Coordinates are shown for compulsory, offshore and holding fixes
Fix-Non-Compulsory Position Report
Off-set arrows indicate facility forming a fix
Waypoint- Compulsory Report
Waypoint- Non-Compulsory Report
Airway away from VHF/UHF NAVAID
Airway toward LF/MF NAVAID
LF/MFVHF/UHF
RNAV
(RCRCP)
Mileage Breakdown or Computer Navigation Fix (CNF)(no ATC function)
Five-letter identifier in parenthesis indicates CNF with no ATC function
Total Mileage between Compulsory Reporting Points and/or NAVAIDs
Mileage between other Fixes, NAVAIDs and/or Mileage Breakdown
LOW /HIGH ALTITUDE
IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS 46
MINIMUM ENROUTE ALTITUDE (MEA)
All Altitudes Are MSL Unless Otherwise Noted
MINIMUMENROUTEALTITUDE (MEA) GAP
MAXIMUM AUTHORIZED ALTITUDE (MAA)
All Altitudes Are MSL Unless Otherwise Noted
MINIMUMOBSTRUCTION CLEARANCE ALTITUDE (MOCA)
All Altitudes Are MSL Unless Otherwise Noted
CHANGEOVER POINT
ALTITUDE CHANGE
MINIMUM CROSSING ALTITUDE (MCA)
MINIMUM RECEPTION ALTITUDE (MRA)
HOLDING PATTERNS
RNAV Holding Pat-tern Magnetic Refer-ence Bearing is determined by the isogonic value at the waypoint or fix.
AIRSPACE INFORMATION
V4
V4
3000GRNAV/GPS MEA3500
55003500
3500
55003500
A0
A0
J4
MEA is established when there is a gap in navigation signal coverage
V4
LOW/HIGH ALTITUDE
V4
J4
5500*3500
5500*3500
LOW ALTITUDE
MOCAV4
7000
T266112
*6300
T2447400 SE
NEHER DIGGSGRANTV6 4000 SW V6 4000 SW
COPEL SHIMY
LOW/HIGH ALTITUDE
V4
Waypoint
RNAV Holding
MagneticReferenceBearing
LOW/HIGH ALTITUDE
AIR DEFENSEIDENTIFICATION ZONE (ADIZ)
AIRROUTE TRAFFICCONTROL CENTER (ARTCC)
AIR TRAFFICSERVICEIDENTIFICATION DATA
ALTIMETERSETTING CHANGE
FLIGHT INFORMATION REGIONS (FIR)
CONTROL AREAS (CTA)
UPPERINFORMATION REGIONS (UIR)
UPPERCONTROL AREAS (UTA)
ADDITIONAL CONTROL AREAS
AIRSPACE INFORMATION
47 IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS
OFF ROUTEOBSTRUCTIONCLEARANCEALTITUDE(OROCA)
SPECIAL USE AIRSPACE
SPECIAL USE AIRSPACE Continued
AIRSPACE INFORMATION
OROCA is computed similarly to the Maximun Elevation Figure (MEF) found on Visual charts except that it provides an additional vertical buffer of 1,000 feet in designated non-mountainous areas and a 2,000 foot vertical buffer in designated mountainous areas within the United States.
P - Prohibited AreaR - Restricted AreaW - W arning Area
Low O nlyA - Alert Area
Canada O nlyCYR - Restricted AreaCYD - Danger Area
CYA - Advisory Area
Caribbean O nlyD - Danger Area
In the Caribbean, the first 2 letters represent the country code, i.e. MY: Bahamas, MU: Cuba
EXCLUSIO N AREA AN D N O TE
Internal lines delimit separation of the same Special Use Areas or Exclusion Areas
SEE AIRSPACE TABULATIO N O N EACH CHART FO R CO MPLETE IN FO RMATIO N O N :
AREA IDEN TIFICATIO NEFFECTIVE ALTITUDEO PERATIN G TIMECO N TRO LLIN G AG EN CY VO ICE CALL
CONTROLLED AIRSPACE
AIRSPACE INFORMATION
IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS 48
CONTROLLED AIRSPACE
CONTROLLED AIRSPACECanada Only
UNCONTROLLED AIRSPACE
CANADIAN AIRSPACE
Appropriate notes as required may be shown.
AIRSPACE OUTSIDE OF U.S.
Other than Canada
Appropriate notes as required may be shown.
AIRSPACE INFORMATION
NAVIGATIONAL AND PROCEDURAL INFORMATION
ISOGONIC LINE AND VALUE
TIME ZONE
ENLARGEMENT AREA
MATCH MARK
During periods of Daylight Saving Time (DT), effective hours will be one hour earlier than shown. All states observe DT except Arizona and Hawaii.
LOW/HIGH ALTITUDE
49 IFR ENROUTE LOW/HIGH ALTITUDE U.S. & ALASKA CHARTS
CRUISING ALTITUDES U.S. only
NAVIGATIONAL AND PROCEDURAL INFORMATION
NOTES
MORSE CODE
CULTURE
BOUNDARIESCULTURE & HYDROGRAPHY
International
U.S. /Russia Maritime Line
Date Line
HYDROGRAPHY
SHORELINE
TOPOGRAPHY
TERRAIN
Area Charts
NAVIGATIONAL AND PROCEDURAL INFORMATION
OCEANIC ROUTE CHARTS - Aeronautical Information 50
AIRPORTS
AIRPORT DATA
LANDPLANE-CIVILRefueling and repair facilities for normal traffic.
LANDPLANE-CIVIL AND MILITARYRefueling and repair facilities for normaltraffic.
LANDPLANE-MILITARYRefueling and repair facilities for normaltraffic.
RADIO AIDS TO NAVIGATION
VHF OMNIDIRECTIONAL RADIO RANGE (VOR)
DISTANCE MEASURING EQUIPMENT (DME)
TACTICAL AIR NAVIGATION (TACAN)
NON-DIRECTIONAL RADIO BEACON (NDB)
DISTANCE MEASURING EQUIPMENT (DME)
IDENTIFICATION BOXOCEANIC ROUTE CHARTS
AIRSPACE INFORMATION
AIR TRAFFIC SER-VICE (ATS) OCEANIC ROUTES
Note: Mileages are Nautical (NM)
ATS SINGLE DIREC-TION ROUTE
AERIAL REFUELING TRACKS
AIR DEFENSE IDENTIFICATION ZONE (ADIZ)
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC)
FLIGHT INFORMATION REGIONS (FIR) and/or (CTA)
UPPER INFORMATION REGIONS (UIR)
UPPER CONTROLAREAS (UTA)
OCEANIC CONTROL AREAS (OCA)and /or (CTA /FIR)
ADDITIONAL OCEANIC CONTROL AREAS
Note: Limits notshown when coinci-dent with Warning Areas.
BUFFER ZONE
NON-FREE FLYING ZONE
NORTH ATLANTIC / MINIMUM NAVIGATION PERFORMANCE SPECIFICATIONS (NAT/MNPS)
REPORTING POINTS
SPECIAL USE AIRSPACE
Warning Area
Special Use
12 Mile Limit
UNCONTROLLED AIRSPACE
AIRSPACE INFORMATION
51 OCEANIC ROUTE CHARTS - Aeronautical Information
NAVIGATIONAL AND PROCEDURAL INFORMATION
MILEAGE CIRCLES
Note: Mileages are Nautical (NM)
Time ZoneNote: All time isCoordinated Uni-versal (Standard) Time (UTC)
Overlap Marks
NPRC Only
COMPASS ROSE
Note: Compass Roses oriented to Magnetic North
NOTES
WARNING
CULTURAL BOUNDARIES
INTERNATIONAL
MARITIME
DATE LINE
HYDROGRAPHY
SHORELINES
U.S. TERMINAL PROCEDURES PUBLICATION 52
EXPLANATION OF TPP TERMS AND SYMBOLS
The discussions and examples in this section will be based primarily on the IFR (Instrument Flight Rule) Ter-minal Procedures Publication (TPP). Other IFR products use similar symbols in various colors (see Section 2 of thisguide). The publication legends list aeronautical symbols with a brief description of what each symbol depicts. Thissection will provide a more detailed discussion of some of the symbols and how they are used on TPP charts.
NACO charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee(IACC), which are approved by representatives of the Federal Aviation Administration, and the Department ofDefense. Some information on these charts may only apply to military pilots.
PILOT BRIEFING INFORMATION
The pilot briefing information format consists ofthree horizontal rows of boxed procedure-specific infor-mation along the top edge of the chart. Altitudes, fre-
quencies and channel, course and elevation values(except HATs and HAAs) are charted in bold type. Thetop row contains the primary procedure navigation infor-mation, final approach course, landing distance avail-able, touchdown zone and airport elevations. Themiddle row contains procedure notes and limitations,icons indicating if nonstandard alternate and/or take-offminimums apply, approach lighting symbology, and thefull text description of the missed approach procedure.The bottom row contains air to ground communicationfacilities and frequencies in the order in which they areused during an approach with the tower frequency boxbolded.
NOTE:
The symbol indicates that outages of theWAAS vertical guidance may occur daily at this loca-tion due to initial system limitations. WAAS NOTAMsfor vertical outages are not provided for this approach.Use LNAV minima for flight planning at these locations,whether as a destination or alternate. For flight opera-tions at these locations, when the WAAS avionics indi-cate that LNAV/VNAV or LPV service is available, thenvertical guidance may be used to complete theapproach using the displayed level of service. Shouldan outage occur during the procedure, reversion toLNAV minima may be required. As the WAAS cover-
age is expanded, the will be removed.
PLANVIEW
The majority of instrument flight procedure chartscontain a reference or distance circle. In such cases onlythe data within the reference circle is drawn to scale. Thiscircle is centered on an approach fix and normally has aradius of 10 NM, unless otherwise indicated. When aroute segment, outside the circle, is not to scale the
symbol interrupts the segment.Obstacles close-in to the airport that can not be
properly depicted in the planview are shown on the air-port sketch. Some of these obstacles could be control-ling obsructions for instrument procedures.
Terrain Depiction
Terrain will be depicted in the planview portion ofall IAPs at airports that meet the following criteria:
– If the terrain within the planview exceeds 4,000feet above the airport elevation, or
– If the terrain within a 6.0 nautical mile radius ofthe Airport Reference Point (ARP) rises to at least 2,000feet above the airport elevation.
Approximately 240 airports throughout the UScurrently meet the above criteria.
The initial contourvalue (lowest elevation) willbe at least 500’ but nomore than 1000’ above theairport elevation. The initialcontour value may be lessthan 500’ above the airporte levat ion i f needed todepict a rise in terrain closeto the runway end. Thenex t con tou r va luedepicted will be at a 1000’increment (e.g., 1000’/2000’/3000’, etc., NOT1500’/2500’/3500’, etc.).Subsequent contour inter-vals will be constant and atthe most suitable intervals,1000’ or 2000’, to adequately depict the rising terrain.
W
W
W
ONNNNONIGATIOATTITIGIGVIGIIVIOT FOR NAVIFOFOOFOOTNOTOT FONNNN VIGIIVIGN O
53 U.S. TERMINAL PROCEDURES PUBLICATION
MISSED APPROACH ICONS
In addition to thefull text description of themissed approach proce-dure contained in the notessection of the middle-briefing strip, the steps are alsocharted as boxed icons in the chart profile view. Theseicons provide simple-to-interpret instructions, such asdirection of initial turn, next heading and/or course, nextaltitude, etc.
RNAV CHART MINIMA
RNAV instrument approach procedure charts willnow incorporate all types of approaches using Area Nav-igation systems, both ground based and satellite based.Below is an explanation of the RNAV minima.
The standard format for RNAV minima (and land-ing minima) is as shown below. RNAV minima are
dependent on navigational equipment capability, asstated in the applicable AFM or AFMS, or other FAAapproved document, and as outlined below.
GLS (Global Navigation Satellite System (GNSS)Landing System)
The GLS (NA) Minima line will be removed fromthe existing RNAV (GPS) approach charts when LPVminima is published.
LPV (An Approach Procedure with Vertical Guid-ance (APV) and precise lateral based on WAAS
Must have WAAS (Wide Area Augmentation Sys-tem) avionics approved for LPV approach.
Must have either:a.) WAAS avionics approved for LNAV/VNAV
approach, orb.) A certified Baro-VNAV system with an IFR
approach approved GPS, orc.) A certified Baro-VNAV system with an IFR
approach approved WAAS, or d.) An approach certified RNP-0.3 system..Other RNAV approach systems require special
approval.
NOTES:
1. LNAV/VNAV minima not applicable for Baro-VNAV equipment if chart is annotated “Baro-VNAV NA”
or when below the minimum published temperature,e.g., Baro-VNAV NA below -17˚ C (2˚ F).
2. DME/DME based RNP-0.3 systems may beused only when a chart note indicates DME/DME avail-ability; e.g., “DME/DME RNP-0.3 Authorized.” SpecificDME facilities may be required; e.g., “DME/DME RNP-0.3 Authorized, ABC, XYZ required.”
LNAV (Lateral Navigation)
Must have IFR approach approved GPS, WAAS,or RNP-0.3 system. Other RNAV systems require specialapproval.
NOTE:
DME/DME RNP-0.3 systems may be usedonly when a chart note indicates DME/DME availabil-ity; e.g., "DME/DME RNP-0.3 Authorized." SpecificDME facilities may be required; e.g., "DME/DME RNP-0.3 Authorized. ABC, XYZ required."
TERMINAL ARRIVAL AREAS (TAAs)
The objective of the Terminal Arrival Area (TAA) isto provide a seamless transition from the enroute struc-ture to the terminal environment for arriving aircraftequipped with Flight Management System (FMS) and/orGlobal Positioning System (GPS) navigational equip-ment. The underlying instrument approach procedure isan area navigation (RNAV) procedure. The TAA containswithin it a “T” structure that normally provides for a NoProcedure Turn (NoPT) for aircraft using the approach.The TAA provides the pilot and air traffic controller with avery efficient method for routing traffic into the terminalenvironment with little required air traffic control interface,and with minimum altitudes depicted that provide stan-dard obstacle clearance compatible with the instrumentprocedure associated with it. The TAA will not be foundon all RNAV procedures, particularly in areas of heavyconcentration of air traffic. When the TAA is published, itreplaces the MSA for that approach procedure. TAAsmay appear on current and new format GPS and RNAVIAP charts.
The standard TAA consists of three areas definedby the extension of the Initial Approach Fix (IAF) legs andthe intermediate segment course. These areas are calledthe straight-in, left-base, and the right-base areas. TAAarea lateral boundaries are identified by magneticcourses TO the IAF. The straight-in area can further bedivided into pie-shaped sectors with the boundariesidentified by magnetic courses TO the IF/IAF, and manycontain stepdown sections defined by arcs based onRNAV distances (DME or ATD) from the IF/IAF. The right/left-base areas can only be subdivided using arcs basedon RNAV distances from the IAF’s for those areas.
Straight-In Area:
The straight-in area is defined by asemi-circle with a 30 NM radius centered on andextending outward from the IF/IAF. The altitude shownwithin the straight-in area icon provides minimum IFRobstacle clearance
300296
U.S. TERMINAL PROCEDURES PUBLICATION 54
Base Areas:
the left and right base areas are boundedby the straight-in TAA and the extension of the inter-mediate segment course. The base areas are definedby a 30 NM radius centered on the IAF on either sideof the IF/IAF. The IF/IAF is shown in the base areaicons without its name. The altitude shown within thebase area icons provides minimum IFR obstacle clear-ance.
Minimum MSL altitudes are charted within eachof these defined/subdivisions that provide at least 1,000feet of obstacle clearance, or more as necessary inmountainous ares
NOTE:
Additional information for the TAAs can befound in the Aeronautical Information Manual (AIM)Para 5-4-5-d.
ALTERNATE MINIMUMS
When an alternate airport is required, standardIFR alternate minimums apply. Precision approach pro-cedures require a 600’ ceiling and 2 statute miles visibil-ity; nonprecision approaches require an 800’ ceiling and2 statute miles visibility. When a appears in the Notessection of the approach chart, it indicates non-standardIFR alternate minimums exist for the airport. This infor-mation is found in Section E of the TPP. If appears,alternate minimums are not authorized due to unmoni-tored facility or absence of weather reporting service.Civil pilots see FAR 91.
Alternate Take-Off Minimums and (Obstacle) De-parture Procedures
When a appears in the Notes section, it signi-fies the airport has nonstandard IFR takeoff minimums.
CIVIL USERS NOTE: FAR 91 prescribes standardtake-off rules and establishes take-off minimums for cer-tain operators as follows: (1) Aircraft having two enginesor less - one statute mile. (2) Aircraft having more than
two engines - one-half statute mile. These standard min-ima apply in the absence of any different minima listed inSection C of the TPP.
ALL USERS: Airports that have Departure Proce-dures (DPs) designed specifically to assist pilots in avoid-ing obstacles during the climb to the minimum enroutealtitude, and/or airports that have civil IFR take-off mini-mums other than standard, are listed in Section C of theTPP by city. Take-off Minimums and Departure Proce-dures apply to all runways unless otherwise specified.Altitudes, unless otherwise indicated, are minimum alti-tudes in MSL.
DPs specifically designed for obstacle avoidancemay be described in Section C of the TPP in text or pub-lished as a graphic procedure. Its name will be listed, andit can be found in either the TPPs (civil) or a separateDeparture Procedure volume (military), as appropriate.Users will recognize graphic obstacle DPs by the word“(OBSTACLE)” included in the procedure title; e.g.,TETON TWO (OBSTACLE). If not assigned another DP orradar vector by ATC, this procedure should be flown ifvisual avoidance of terrain/obstacles cannot be main-tained.
Graphic DPs designed by ATC to standardizetraffic flows, ensure aircraft separation and enhancecapacity are referred to as “Standard Instrument Depar-tures (SIDs)”. SIDs also provide obstacle clearance andare published under the appropriate airport section. ATCclearance must be received prior to flying a SID.
NOTE:
Graphic Departure Procedures that have beendesigned primarily to assist Air Traffic Control in pro-viding air traffic separation (as well as providing obsta-cle clearance) are usually assigned by name in an ATCclearance and are not listed by name in Section C ofthe TPP.
RNAV Departure Procedures (DP) and StandardTerminal Arrival Routes (STAR)
RNAV DPs and STARs are being developed tosupport a more efficient traffic flow and further NationalAirspace System (NAS) capacity. These procedures willbe flown only by those aircraft with onboard databases.These procedures will extend over a larger geographicarea to allow ATC spacing and sequencing to occur enroute. In order to reduce the number of pages required todepict these longer procedures, changes to the graphicdepictions and textual data are necessary.
NAVAID boxes will be removed and identifiedwith only the name, the three-letter ident and the applica-ble symbol. Waypoints will be identified with waypointsymbol and five letter name. Waypoints that overlayNAVAIDs will be depicted only as NAVAIDs, not as a way-point. A single graphic will be used when possible; how-ever, if not feasible, the common portion of the procedurewill be shown on a single page with transitions containedon subsequent pages. Subsequent pages will be subti-tled with the transition area, i.e., CHEZZ ONE DEPAR-
55 U.S. TERMINAL PROCEDURES PUBLICATION
TURE Northeast Transitions, or JHAWK TWO ARRIVALSouth Transitions. Text remarks that apply to the entireprocedure, or all transitions, will be charted on the pagethat contains the common point and common portion ofthe procedure. Text remarks that apply to a specific tran-sition will be charted on the page that contains that tran-sition. Transition text will not include a description of theroute but will instead state expectations for altitudes,clearances, FL restrictions, aircraft constraints, specificairport arrival use, etc.
There are two types of RNAV SIDs and graphicObstacle DPs (ODPs): Type A and Type B. Type A gen-erally starts with a heading or vector from the departurerunway end and Type B generally starts with an initialRNAV leg near the departure runway end. Type A proce-dures require the aircraft's track keeping accuracyremain bounded by ± 2 NM for 95% of the total flight time(Type B bounded by ± 1 NM ). See the AIM for more spe-cific information.
RNAV Procedures Legs (IAPs, SIDs/DPs andSTARs)
Due to the variations in the development, docu-mentation, charting and database coding of RNAV Pro-cedures (IAPs, STARs SIDs/DPs), it has becomenecessary to chart RNAV legs with specific informationbased on their type. This data depiction will provide pilotswith a clearer indication of the type of leg the aircraft willbe flying and the ensuing flight profile.
– Heading - no waypoints shown, “hdg” chartedafter degrees (i.e., 330˚ hdg), no mileage shown.
– Direct - waypoint at termination of leg, nocourse shown, no mileage shown.
– Course - waypoint at termination of leg, courseshown, mileage shown only if first leg upon departure.
– Track - waypoints at beginning and terminationof leg, course shown, mileage shown.
Leg mileages will be listed differently based oncertain criteria. Mileages on Course and Track legs will beshown to the nearest one-tenth of a NM when all three ofthe following conditions are met:
Leg termination is 30 NM or less to the AirportReference Point (ARP) (for STARs, leg origination mustbe 30 NM or less from the ARP for the primary airport)and,
– leg segment is less than 30 NM and,– leg segment is not part of the En route struc-
ture.In all other instances, leg mileages will be
rounded off to the nearest whole NM, as they are cur-rently.
U.S. TERMINAL PROCEDURES PUBLICATION 56
{Pilot Briefing Information
Terminal Arrival Areas (TAAs)
MissedApproach
Icons
RNAV Minima{
Instrument Approach Chart Format
NOT FOR NAVIGATIONONNONNVVVAVVIGAA IOITTIIAV TITNN
GENERAL INFORMATIONSymbols shown are for the Terminal Procedures Publication (TPP) which includes Standard Terminal Arrival Routes(STARs), Departure Procedures (DPs), Instrument Approach Procedures (IAP) and Airport Diagrams.
U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information 58
STANDARD TERMINAL ARRIVAL (STAR) CHARTSDEPARTURE PROCEDURE (DP) CHARTS
RADIO AIDS TO NAVIGATION
REPORTINGPOINTS/FIXESWAYPOINTS
VOR
VOR/DME
VORTAC
TACAN
NDB/DME
LOC/DME
LOC
NDB (Non-directional Beacon)
LMM, LOM (Compass locator)
Marker Beacon
Localizer Course
SDF Course
Localizer Offset
WAYPOINT
FLYOVER POINT
(Compulsory)
(Non-Compulsory)
WAYPOINT
MAP WP (Flyover)
(NAME) (" " omitted when it conflicts with runway pattern)
ROUTES
SPECIAL USE AIRSPACE
ALTITUDES
AIRPORTS
STAR Charts
DP Charts
NOTES
STANDARD TERMINAL ARRIVAL (STAR) CHARTSDEPARTURE PROCEDURE (DP) CHARTS
(Cross at) (Cross at or above)
(Cross at or below)
5500 2300 4800 2200Mandatory
AltitudeMinimumAltitude
MaximumAltitude
RecommendedAltitude
W WAAS VNAV outages may occur daily due to initial system limitations. WAAS VNAV NOTAM service is not provided for this approach.
59 U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information
APPROACH LIGHTING SYSTEM
RUNWAY TOUCH-DOWN ZONE AND CENTERLINE LIGHT-ING SYSTEMS
APPROACH LIGHT-ING SYSTEM
ALSF-2
APPROACH LIGHTING SYSTEM
ALSF-1
SHORT APPROACH LIGHTING SYSTEM
SIMPLIFIED SHORT APPROACHLIGHTING SYSTEMWITH RUNWAY ALIGNMENT INDICA-TOR LIGHTS
SSALR
MEDIUM INTENSITY (MALS AND MALSF) OR SIMPLIFIED SHORT (SSALS AND SSALF)APPROACH LIGHT-ING SYSTEMS
MALSMALSFSSALSSSALF
MEDIUM INTESITY APPROACH LIGHTING SYSTEMWITH RUNWAY ALIGNMENT INDICA-TOR LIGHTS
MALSR
OMNIDIRECTIONAL APPROACH LIGHTING SYSTEM
ODALS
APPROACH LIGHTING SYSTEM
SALS/SALSF(High Intensity)
SAME AS INNER 1500' of ALSF-1
(High Intensity)
LENGTH 2400/3000 FEET
SSALR
MALS, MALSF, SSALS, SSALF
MALSR
SAME LIGHT CONFIGURATION AS SSALR.
ODALS
U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information 60
VISUAL APPROACH SLOPE INDICATOR
VASI
"T"-VISUAL APPROACH SLOPE INDICATOR
"T"-VASI
APPROACH LIGHTING SYSTEM
VASI
"T"-VASI
VISUAL APPROACH SLOPE INDICATOR
VASI
PRECISION APPROACH PATH INDICATOR
PAPI
APPROACH LIGHTING SYSTEM
VASI
PAPI
61 U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information
APPROACH LIGHTING SYSTEM
PULSATING VISUAL APPROACH SLOPE INDICATOR
PVASI
TRI-COLOR VISUAL APPROACH SLOPE INDICATOR
TRCV
ALIGNMENT OF ELEMENT SYSTEMS
APAP
PVASI
TRCV
APAP
U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information 62
AIRPORT DIAGRAM/SKETCH
ARRESTING GEAR
REFERENCEFEATURES
uni-directional
bi-directional
Jet Barrier
Buildings
Tanks
Obstruction
Airport Beacon
Runway Radar Reflectors
Control Tower #
Helicopter Alighting Areas
Negative Symbols used to identify Copter Procedures landing point
Runway TDZ elevation
Runway Slope
(shown when runway slope equals or exceeds 0.3%)
Highest Obstruction
NOTES
AIRPORT DIAGRAM/SKETCH
63 U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information
AIRPORT DIAGRAM/SKETCH
RUNWAYS
Hard Surface
Other than hard surface
Stopways, Taxiways,Parking Areas
Displaced Threshold
Closed Runway
Closed Taxiway
Under Construction
Metal Surface
Runway Centerline Lighting
Airport Facility
U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information 64
INSTRUMENT APPROACH PROCEDURES PLAN VIEW
TERMINAL ROUTES
HOLDINGPATTERNS
REPORTING POINTS / FIXES/WAYPOINTS
Procedure Track
Missed Approached
Visual Flight Path
Procedure Turn(Type degree and point of turn optional)
Limits will only be specified when they deviatefrom the standard.Holding pattern with max. restricted airspeed:(175K) applies to all altitudes.(210K) applies to altitudes above 6000' to and including 14000'DME fixes may be shown.
Missed Approach Arrival
RADIO AIDS TO NAVIGATIONS
MINIMUM SAFE ALTITUDE
INSTRUMENT APPROACH PROCEDURES PLAN VIEW
VOR VOR/DME
TACAN VORTAC
NDB NDB/DME
LOM/LMM (Compass locator at Outer/Middle Marker)
Marker Beacon
Localizer (LOC/LDA) Course
Right side shading-Front Course; Left side shading-Back Course
SDF Course
LOC/DME
LOC/LDA/SDF/MLS Transmitter (shown when installation is offset from its normal position off the end of the runway.)
Localizer Offset
65 U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information
TERMINAL ARRIVAL AREAS
SPECIAL USE AIRSPACE
OBSTACLES
FACILITIES / FIXES
ALTITUDES
INSTRUMENT APPROACH PROCEDURES PLAN VIEW
Minimum MSL altitudes are charted within each of these defined areas/subdivisions that provide at least 1,000 feet of obstacle clearance, or more as necessary in mountainous areas.
MISCELLANEOUS
INSTRUMENT APPROACH PROCEDURES PLAN VIEW
Final Approach Fix (FAF)(for non-precision approaches)
Glide Slope/Glide Path Intercept Altitude and final approach fix for vertically guided approach procedures.
Visual Descent Point (VDP)
Visual Flight Path
U.S. TERMINAL PROCEDURES PUBLICATION: Aeronautical Information 66
INSTRUMENT APPROACH PROCEDURES PROFILE VIEW
PROFILE VIEW
Two different methods are used for vertical guidance:
ILS and LNAV/VNAV use in the lower left or right corner.
"GS" indicates an electronic glide slope is present in the case of an ILS approach and precision vertical guidance for LNAV/VNAV.
Other charts use as a non-precision vertical guidance to avoid controlled flight into terrain. It is placed above or below the procedure track following the fix it is based on.
MLS APPROACH
DESCENT FROM HOLDING PATTERN
ILS or LOC APPROACH
RNAV APPROACH
NON PRECISION
Final Approach Segment Vertical Descent Angle (VDA)
