The Chart Clinic – First in a Series

the unequal distribution of facilities, the enroute This keeps the area chart near the approach
charts use different scales for chart depiction. Most charts, SIDs and STARs and provides a better
of the scales used for the US are 1” = 10 NM, terminal package when operating to or from
although a few of the charts use the scale of 1” = large airports.
20 NM. But, let’s not get too academic. The real
reason for mentioning scale is a reminder that Revision Cycle
when “eyeballing” distances on charts, an inch If you owned your own VORTAC station and found
BY JAMES E. TERPSTRA may represent five minutes on one chart and two when tuning to its frequency that you were
and a half minutes on another chart. This can be receiving interference from a neighboring
hen you think of IFR charts, approach developed into a “rule of thumbnail:”

W
VORTAC, your first reaction would be to change
procedures, MEAs, MOCAs and the Assuming your aircraft flies 300 knots, each your neighbor’s VORTAC frequency (or your own),
myriad of other associated acronyms, nautical mile goes by in .2 minutes. This means effective tomorrow. However, that wouldn’t
you hardly think of the type of reading material that a “thumbnail” measurement on the 20 allow enough time to distribute the new
you would snuggle up with near a fireplace on a NM scale chart takes 3 minutes; on the 15 NM VORTAC frequency to all users of the national
cold, winter evening. No one would confuse “Fate scale, a “thumbnail” takes 2 minutes; on the airspace system.
is the Hunter,” “Overflight,” or “Bombs Away,” 10 NM scale, a “thumbnail” takes 1.5
with the legend pages of the Airway Manual! minutes. Even though the distances are printed To solve this type of problem, the International
on the charts, there are many times when it is Civil Aviation Organization (ICAO) member
This series of articles is written so that pilots can get nice to know quickly how far an airport is off an nations have agreed that at least 42 days of
the most value from their Jeppesen Airway airway, or your time to an intersection. advance notice will be given when major
Manuals.™ Most of the charts and symbols are very aeronautical changes are made. Not only is the
familiar, because you use them on every trip. Other
pages are read less often than the telephone book.
Chart Layout advance notice required, the effective date
must fall on “day 1” of a 28-day cycle.
A large 81/2” x 11” foldout
Most of the 184 ICAO nations have agreed to
When using an IFR service, all materials can be page in the front of each
this same cycle. Changes to the
lumped into one of two categories—enroute or enroute chart book
enroute charts are effective 0901Z on
terminal. The enroute operations use low altitude shows the layout of the
“day 1,” which always falls on a
enroute charts, high altitude enroute charts, area low altitude enroute
Thursday.
charts, or RNAV/GPS enroute charts. Terminal charts. An excerpt of
operations normally use approach charts, standard this illustration is The high and low altitude enroute charts in
instrument departures (SIDs) (soon to be called also on the front the United States and Canada are revised
departure procedures (DPs), and standard panel of each using every other 28-day cycle. During some
terminal arrival routes (STARs). The opening enroute chart. cycles there are no changes to the enroute
subject of this series will be enroute charts. The chart charts; but even if no changes are made to an
outlines enroute chart, it is reprinted and distributed every
Enroute Charts shown
by
two to three cycles.
The first enroute charts used by most pilots are the
low altitude enroute charts which portray the heavy
lines indicate the
Enroute Text Pages
Victor airways. These low altitude airways are used Before looking at the enroute chart symbols, let’s
in the airspace between the minimum usable IFR geographical location of
look at some of those “front” pages at the
altitude up to 17,999’ MSL. The high altitude the chart.
beginning of the enroute manual. Each text page
enroute charts display the Jet airways, which begin The shaded areas found on the front panel are has a name centered at the top indicating the
at 18,000’ MSL and proceed up through FL 450. used to depict the locations where area charts are section to which it belongs. These names match
provided. Because of some of the “hot spots” the tab pages, which are used as dividers. In
To cover the entire United States with low altitude
mentioned earlier, it is necessary to provide area addition to the section name, a page number is
enroute charts, there are 52 charts, even though a
charts with a larger scale to show more detail with found in the upper left or right corner. If the page
subscriber to the full US coverage doesn’t get
less clutter in some of the major terminal areas. number is “US-8,” for example, that page would
every one of the 52 charts. These charts are
There are 18 area charts in the US for these “hot be found only in the United States Airway Manual.
labeled at US(LO)1/2 through US(LO)51/52. It
spots,” using the scale of 7.5 NM to the inch on If the page number is not prefixed with letters,
would be simple to design a chart series to cover
most charts. then that page is an international page and is
the entire United States if our population were
included with all Airway Manual subscriptions.
distributed equally throughout all the Area charts are considered enroute charts and
geographical coverages. Unfortunately, certain therefore are located with the enroute charts in When studying the legend pages and chart
“hot spots,” such as New York City, Miami, Dallas, your shipment. When you receive an Airway symbols, it helps if you understand that they are
and Los Angeles, attract large masses of people. Manual service, however, we recommend that international in nature and description. This
These centers also require large masses of VORs each area chart be removed from the enroute technique allows US pilots to use international
and airways, condensed in small areas. Because of chart location and filed with the appropriate city. charts and non-US pilots to use US charts without
Bach, Mozart and
Beethoven
aren’t the onlyclassics
available onCD.
learning new symbols or abbreviations. For
example, the letters “CTR” are used to indicate a
control zone rather than the Letters “CZ” which
seem to make more sense. The letters “CTR” are
the official ICAO abbreviation for control zone.
Other pages found in the front of the enroute
chart binder include:
• Air Defense Identification Zones
• Florida Keys Free Area
• In Flight Weather Advisory Reference Locations
• Stratification of United States Airspace System
The Jeppesen Airway capability lets you print
• High Density Traffic Airports
Manual, the original, the whatever you need, from a
• Preferred IFR Routes
classic that instrument pilots worldwide have single chart to an entire trip kit.
• Tower Enroute Control (TEC) City Pairs
depended on for over 60 years, is now available The JeppView CD-ROM includes Jeppesen
The list above is a reminder to refer to those pages on CD-ROM. Approach Charts, SID, STAR and Airport
occasionally. This will help you keep current on We call it JeppView. And it gives you the Charts along with airport information,
some of the seemingly “trivia” items that have power, convenience and reliability of Jeppesen legend and chart NOTAMS, plus paper
been forgotten since ground school days. charts on a single compact disc, ready to go. Enroute and Area charts.
Another important section is the “Chart Now colorful, high-resolution chart display To find out more, or to subscribe to
NOTAMs.” The Chart NOTAMs are included is as close as your Windows-based PC. JeppView, call 800-621-5377 or 303-784 -4274
behind their own tab. These pages are revised and Plus, JeppView’s robust print-on-demand (US), +49 69 96 12 48 51 (Germany).
reissued every two weeks. Pertinent NOTAMs CHART PLANVIEW ZOOM. JEPPVIEW Visit our web site at http://www.jeppesen.com
FEATURES COMPACT, HIGH-RESOLUTION,
(longer than the daily NOTAMs) in the national VECTOR-BASED GRAPHICS FOR QUICK, HIGH
QUALITY DISPLAY AT ALL ZOOM LEVELS.
airspace system are included in the revision notice
pages. The NOTAMs listed in the enroute section ®

are appropriate to the enroute charts and are Making Every Mission Possible.
listed by the chart on which they are found.
Notices of facility shutdowns, changes of JEPPVIEW. ENHANCED JEPPESEN CHARTS
COMBINED WITH POWERFUL NEW CAPABILITIES.
frequency, and temporarily unusable navaids are UPDATES EVERY TWO WEEKS.

included in the revision notice. Changes to these James E. Terpstra is senior

pages are indicated with a large arrow on the left corporate vice president, flight
information technology at
side of the NOTAM information. These pages
Jeppesen. His ratings include
should be reviewed before every flight. ATP, single and multi-engine,
airplane and instrument flight
Even though the legend pages aren’t recreational instructor. His 6,000+ hours
reading, we recommend that you spend a few include 3,200 instructing.
hours on the next layover reading those For comments, please Email:
“enroute” pages. [email protected]
The Chart Clinic – Second in a Series
On most enroute charts, there are one or more every fall, charts include the conversion to
shaded areas on the front panel that represent Coordinated Universal Time (UTC) for both
areas covered by area charts. With the redraw of daylight savings time and standard time within
the low altitude enroute charts in 1997 using each time zone. This conversion factor can be
better scales, many of the area charts are no longer found toward the top of the Index of Charts on the
needed. The location of each area chart is front panel of each enroute chart.
identified by the name of the area chart plus the
BY JAMES E. TERPSTRA small city dot. City Location Guide
One of the most useful pieces of information on Below the list of changes is a City Location Guide
his series of articles is designed for

T instrument pilots who want to get the

maximum value from their Jeppesen charts.
In last month’s article, we covered those seemingly
each of the charts is the information included
below the front map layout under the title
“CHANGES.” Each time a change is made to an
enroute chart, the chart is revised, and the change
to help you find cities much easier. There is a
miniature chart layout with the identifier of each
panel on the face of the enroute chart as well as a
list of all the cities on the chart which have an IFR
“millions” of chart symbols. This month we’ll take airport. Some of the cities have more than one
that caused the revision is listed on the front panel
a tour of enroute charts. airport. As an example, Minneapolis, which has
of the chart. As an example, in the illustration
The portion of the Jeppesen Enroute Chart most shown below, the Big Fork, Minnesota NDB was five IFR airports, can be found on panel 2D.
often overlooked is the front panel. It contains commissioned. Also the Suzli, Minn NCRP (non-
some helpful information, plus other data that compulsory reporting point) has been designated
can be critical to flight. on US(LO) chart 25. To help locate the effected
change, the radial from the reference facility (in
At the top of each chart are two numbers that
this case the 046° radial from the Duluth, Minn
show the title. Each number has an arrow directing
VOR) is included.
the pilot to turn to the desired geographical area.
Immediately below each chart number is the scale
of the charts. Chart Validity
Pilots trained in the United States know that low
As mentioned previously, most nations have altitude airways are good up to, but not including
agreed to the ICAO 28-day cycle (or every other 18,000 feet. They also know that all airspace at
28-day cycle for the US and Canada). As shown 14,500 feet and above is controlled – but what if
below in the illustrated enroute chart panel, the you are going to fly in South America, in Africa,
effective date of this chart is 6 November 1997. over Australia? Well, you get the idea.
This date represents “day 1” of the cycle. More
specifically, the chart is effective at 0901 Zulu. That is why there is a paragraph just below the
chart layout diagram. In that paragraph, there is
an explanation of the airspace and airway limits
Within the Neatline for the chart. In the United States,
The enroute chart outline, enclosed the explanation is quite simple,
within the solid but in many areas, the enroute
line, includes a chart covers many countries
wealth of informa- which all seem to have different
tion when examined limits to their airways and
closely. Note the airspace. So this paragraph can
solid lines in the be very important.
middle of the illus-
trated enroute chart
Cruising Altitudes
show that the chart
Time Zones A reminder showing the appropriate cruising
You will note that the time altitudes for VFR and IFR is included in schematic
“in your hand” is the
zone boundaries are not form at the bottom of the front panel. FAR 91.179
US(LO)25 and 26.
located on the internal says that the east-west hemispheric rules apply
A number of cities are portion of each enroute only for operations in non-controlled airspace.
included on the chart with chart, but are found on Therefore, the odd or even thousand-foot altitudes
a dot located near the the front panel. The do not apply within controlled airspace since ATC
city. These dots represent boundary between time assigns the appropriate altitude for IFR operations.
city locations and are for zones is represented by Remember, that degrees 360 through 179, and
orientation purposes. These a series of letter “T’s.” 180 through 359, apply to the magnetic course
also are the names used on With the change to and not to the magnetic heading. This is true in
the index panels on the back daylight savings time the United States but varies occasionally for
side of the chart. in the spring and back international operations.
The Greatest
Zig-dex
It sounds like a fancy marketing term (it is) — but Breakthrough
it really works! The marketing term for the zigzag
index located on the back panel of each low Since The
altitude enroute chart is “Zig-dex”. To use the
Zig-dex, simply place the thumb of either the right Sound Barrier
or left hand on the name at the top of the back
panel and slide the thumb to the inside of the New format.
chart. This will open the chart to the desired area.
More value.
Jepp Charts are more pilot-friendly than ever.
Our new “Briefing Strip” format makes
approach charts better top to bottom.
Innovative multicolor Enroute charts reduce
clutter and make the information you need
easier to find. And JeppView gives you
CD-ROM chart convenience. Jeppesen
continues to innovate and invest in
charting. You’ll find our charts work
harder, smarter and offer more value
than ever.

You have to see it

to believe it.
To further coordinate the Zig-dex names, refer to
the geographical coverage in the first illustration in
this article. The names that are shown are the
same names that appear at the top of each Zig-dex
panel. For example, on the front panel of
US(LO)26, Watertown, Minneapolis, and Eau Claire
are shown with dots. These are the same names at Making Every Mission Possible.
the top of the back panel.
www.jeppesen.com
Also, notice the panel numbers next to the city Western Hemisphere
names at the top of the Zig-dex. These are used as 1-800-894-9478
reference numbers for the City Location Guide. For 303-784-4274
example, use your left thumb and press the panel Eastern Hemisphere
labeled “2 Minneapolis” and slide your thumb +49 69 96 12 48 51
inside and now you should be able to see
Minneapolis in the lower right corner which is
panel 2D. (If you actually have the US(LO)25/26,
try it. It really works!!)

Airspace Restricted Areas

Normally, all of the information concerning special
use airspace (SUA) areas are found on the face of
the enroute chart near the respective area. In
cases where chart congestion limits the amount of to 2345 on Sundays. During the other times, it is James E. Terpstra is senior
room, special use airspace and their limits are listed Class G airspace. corporate vice president, flight
information technology at
on the bottom of the front panel just above the
This article concludes the discussion of the Jeppesen. His ratings include
cruising altitude symbol, or at the top of the back ATP, single and multi-engine,
enroute text pages and the front and back
panel. Additionally, all part-time terminal airspace airplane and instrument flight
panel information on the enroute charts. In
is included on the chart panel. For example, the instructor. His 6,000+ hours
the next article, the inside of the chart will
Class E terminal airspace around Bemidji-Beltrami include 3,200 instructing.
be explored. For comments, please Email:
County Airport is effective from 0445 to 2345 local
[email protected]
times on Mondays through Saturdays, and 0800
The Chart Clinic – Third in a Series
great circle route — the shortest distance between
two points on our curved earth.
Navigation Aids
VOR, VORTAC, NDB, ILS and LF — these
Once you have selected the correct chart,
terms are bantered around frequently by pilots.
how do you locate your position fix or destination
I have even heard it said that pilots learn their
airport? Latitude and longitude lines and their
language very well so they cannot be understood
values are shown throughout the chart. In the
by the “lesser” of their peers.
chart illustration, just to the northwest of the
Every VOR facility has a compass rose
BY JAMES E. TERPSTRA Lincoln VOR, is the intersection of 41° north
surrounding the location of the VOR. A single line
latitude and 97° west longitude. The coordinate
extends from the 360° radial to indicate magnetic
values are shown adjacent to the latitude and
north. The small tick at the end of the line is used
lying off the edge of an enroute chart is not longitude lines. This makes it relatively easy to find

F quite as hazardous as flying off the edge of a

flat earth, but if the chart border data is not
utilized, it could be as disconcerting. Running out
locations on the chart, such as the Wahoo,
Nebraska Airport at N41°14.4’ W96°35.7’.
More examples of border information
to measure angles with the PV-5 plotter. A box
immediately adjacent to the VOR compass rose
gives the name, frequency, three-letter identifier
and Morse code identifier for the VOR and its
of chart seems to happen at the most inopportune showing “off-the-chart” facilities are also on the
class. This information is shown in
time, but the changes can be made easily if the chart illustration. On the top and right edges
the example for the Drummond
border information is used. outside the neatline, the next VORs used on the
VOR. The shadow area on the
When approaching the edge of a chart, there airways are Columbus and Omaha. When an
right and bottom of the box
is a way to tell which adjoining chart to use — the intersection is the next enroute fix beyond the
denotes that the Drummond
shaded blue line about two inches from the top chart edge, the intersection name and the distance
VOR is part of the enroute
of the chart (see illustration below) indicates that to that intersection are indicated just inside the
structure.
US(LO)18 is the next chart to the north and west. neatline. This can be seen just above the Lincoln
There are two ways of
If the chart and map makers had been VOR on V-6-8 at the right of the chart. The Grett
determining if a VOR has
allowed input, the earth would not have been a Intersection is 23 miles beyond Yutan Intersection
DME capability. A VORTAC
sphere — it would have been a cube. Trying to on V-6-8.
station that provides DME
project a curved surface onto a flat piece of paper The Panny Intersection just southeast of the
information is indicated by both a scalloped circle
is like fitting a round peg into a square hole. To Lincoln VORTAC is formed by the 137° radial from
inside the compass rose and a small letter “D” to
solve this problem, Jeppesen has selected the Lincoln and the 219° radial from the Omaha (OVR)
the left of the VORTAC frequency. For example,
Lambert Conformal Conic Projection for most VORTAC that is just outside the chart border.
the Bozeman VORTAC in the illustration shows
enroute charts, as indicated in the upper right When this situation occurs, the three-letter ident
both symbols.
or left corner of each chart. The reason for from the navaid off the chart will be included plus
mentioning projection? You can draw a straight its frequency and the radial forming the
line between two points on a chart to represent a intersection.
Reporting Points
The Bozeman VOR is a compulsory reporting
point, as indicated by the solid triangle in the
center of the compass rose. In the past, and on
international charts, an open triangle in the center
of a VOR shows that it is a noncompulsory reporting
point. By looking at the actual enroute charts for
the United States, you will see that all the
noncompulsory triangles are missing from the
center of the VOR symbols. Why? All navaids,
when used for overflights on either airways or
direct flights, are potentially reporting points. The
navaids are mostly noncompulsory reporting
points so there is no need to add the triangle
symbol in the middle of each VOR symbol.
Over the years, the FAA has reduced the
number of compulsory reporting points because of
the large increase in radar capability and coverage.
There are only a handful of compulsory reporting
points remaining in areas where radar coverage is
minimal. As an example of the decrease in
compulsory reporting points, there is only one
compulsory intersection on US(LO)7 that covers
the less populated areas of Montana and northern
Wyoming and Idaho.
Note the number “9” on the navaid facility
box for Bozeman. This indicates additional
A Major Breakthrough
II NN LL OO W
W -- CC OO SS TT FF LL II GG HH TT SS II M
M UU LL AA TT II OO NN

information somewhere on the same enroute chart

panel. On the chart, a note on the top half of the
panel states there is a crossing altitude for V-86 and
V-365 that is formed by the Bozeman VOR. In
Canada, there are no crossing altitudes that are
separately stated because the MEA of the next
airway segment always indicates the crossing
altitude at a VOR or intersection.
Terminal VORs and VORTACs are normally
used only in the terminal area for approaches and
usually have a range not more than 25 NM. In the
illustration, the letter “T” just to the left of the
VOR frequency of 109.4 MHZ shows that the
Buffalo VOR is a terminal VOR. The terminal
VOR name, frequency and three-letter
identifier are not enclosed in a box that
indicates it is not part of an airway. Most
terminal VORs are for IFR use, but the
letters “VFR only” enclosed in parentheses indicate
that Buffalo can only be used for VFR navigation.

Other Navaids
Pure TACANs do not have compass roses
since the azimuth cannot be used by most civilian Introducing, Jeppesen’s All New
pilots. When the TACAN channel is compatible
with the civilian VHF frequencies, the VHF
FS-200™ v5.0 for WINDOWS 95 ®

frequency will be placed below the TACAN name in The newest FS-200 is the first Personal Computer-based Aviation Training Device featuring a
parentheses. For example, the Malstrom TACAN 32-bit Windows 95 platform. This results in an easy, very intuitive, aviation simulator that has
been specifically designed for flight and procedural training. The new FS-200 includes all of the
can be used for DME information by
great features that made it so popular, plus many new features including:
tuning to 115.8 MHZ. The code “TAC-
105” is used solely by military y A Windows 95 look and feel y On-screen help menus y Enhanced instrument and system
failure capabilities y A more flexible and powerful map screen
navigation receivers to tune TACAN channel
y More user options in the flight replay mode
numbers.
A series of dots forming three concentric Whether you’re a CFII, an instrument pilot, or an instrument student, the FS-200 can increase
circles show the location of non-directional radio your proficiency, making you a safer pilot while lowering your flying expenses. Our new packages
include software, hardware consoles that eliminate the use of the keyboard or mouse for flight
beacons (NDBs). The NDBs are normally presented
control inputs, and a high quality yoke and rudder pedal system, all at an attractive price.
in a green color on enroute charts and each has a Complete systems start at $924.95.
magnetic north tick mark above
the facility the same as VORs. The Call Us Today!
Phone 1-800-894-3893 or 1-303-784-4274 Fax 1-303-784-4153
Hauser NDB transmits on 386 Visit our web site at http://www. jeppesen.com
kHz and has an identifier of HAU.
The Morse code identifier for each NDB is ®

included.
Localizers are currently included only when
they are used to form an enroute intersection. In
the illustration, the Butte, Montana localizer enroute charts will also depict all the localizers to James E. Terpstra is senior
transmits on 110.9 MHZ indicate their availability. The localizers that per- corporate vice president, flight
information technology at
and has an ident of IBEY. form an enroute function will be included with
Jeppesen. His ratings include
It is used to form the their frequencies, and the ones depicted to show ATP, single and multi-engine,
Ketch Intersection. Since the Butte localizer localizer availability will be shown without their fre- airplane and instrument flight
is a LOC-DME facility, the formation of quencies. instructor. His 6,000+ hours
Ketch is also made by the 30 DME In the next article, we will talk about all the include 3,200 instructing.
from the localizer DME. communication information found on the face of For comments, please Email:
[email protected]
Beginning in June, the Jeppesen the chart as well as the front panel.
The Chart Clinic – Fourth in a Series
available for the approach controllers at Great Falls.
GREAT FALLS, MONT p8B
Great Falls Int’l App(R)/Dep(R) 119.3. Twr Keep in mind that the lack of the letter “R” does
118.7. Gnd 121.7. not necessarily mean that radar is not available.
HAILEY, IDAHO p2A
Friedman Meml Hailey *Twr 125.6. Gnd
It is always a good idea to ask when first contacting
121.7. Approach Control. The communications informa-
HELENA, MONT p8C tion included on the Comm Tabs includes the
Helena Regl *App/*Dep 119.5. *Twr 118.3.
Gnd 121.9.
frequencies and call names for approach and
BY JAMES E. TERPSTRA IDAHO FALLS, IDAHO p2B departure control, tower, and ground control as
Fanning Idaho Falls *Twr 118.5. Gnd 121.7. well as radar capability (when known).
SR. CORPORATE VICE PRESIDENT, JEPPESEN JEROME, IDAHO p2C
Jerome Co Twin Falls *App/*Dep 126.7.
LAUREL, MONT p9C Some airports are just complicated! As an example,
Laurel Mun Billings App(R)/Dep(R) 120.5. the Approach Control sectorization for Salt Lake
f you want to start a good discussion – maybe

I even a good argument – in a room full of

instructors, just ask the question, “If you had to
lose all your nav or all your comm equipment,
LEWISTON, IDAHO
Lewiston - Nez Perce Co Lewiston *Twr
119.4. Gnd 121.9.
MISSOULA, MONT
Missoula Int’l Spokane *App(R)/*Dep(R)
p6D

p7D
City, Utah has divisions broken up by radials,
runways, Class B airspace, altitudes, and latitudes.
It doesn’t get much more difficult to figure out
which frequency to use to initiate a call to Salt Lake
which would you rather be without?” If you ask 124.9. Missoula *Twr 118.4. Gnd 121.9.
MOUNTAIN HOME, IDAHO p1B/1D City Approach. (Actually just file IFR to Salt Lake
this question to pilots who always fly at large Mountain Home AFB App(R)/Dep(R) 124.8. and the center will hand you off with the right
airports, they might say “take away my Twr 133.85. Gnd 120.5.
Mountain Home Mun App(R)/Dep(R) 124.8. frequency.) But, if you are VFR to Salt Lake and
nav but let me talk to the controller to keep me
NAMPA, IDAHO p1B need an IFR clearance to get into the airport, or if
away from traffic.” If you ask a pilots who fly in Nampa Mun Boise App(R)/Dep(R) 119.6.
you just want to contact the right frequency when
remote areas, they might respond with, “who OGDEN, UTAH p2D
Ogden-Hinckley Salt Lake City App(R)/Dep(R) landing VFR, all the sectorization warrants a little
needs controllers as long as I can navigate?” 121.1. *Twr 118.7. Gnd 121.7. study beforehand.
Now ask the same question about the function of POCATELLO, IDAHO p2D
Pocatello Regl *Twr 119.1. Gnd 121.9.
an enroute chart. Is it for navigation, or is it for SALT LAKE CITY, UTAH p3C
With the Comm Tabs, it is just as important to
communication? And then the next question, Salt Lake City Intl App(R)/Dep(R) (N of 41°N know what is not included as what is included.
below 8000' 121.1) (105°-249° Rwy 16L Rwy Because more information is now included on the
“What about the guys who design the charts? 16R Rwy 17 124.3) (297°-005° N of 41°N
What do they think is more important – nav or 8000' 124.9) (341°-104° 135.5) (250°-340° “face” of the charts, it is not necessary to duplicate
comm?” One thing we learned at Jeppesen after 125.7 126.25) (105°-249° Rwy 34L Rwy 34R the information on the Comm Tabs. As an
Rwy 35 128.1). Class B (N of 41°N 121.1) (S
we published the new low altitude enroute chart of 41°N 120.9). Twr (Rwy 17-35 and Rwy 14-
example, ATIS is now included with the airport and
series was that pilots have a lot more use for the 32 118.3) (Rwy16L-34R 119.05) (Rwy 16R - is not in the Comm tabs. Other information now
communications on the enroute charts than we 34L 132.65). Gnd 121.65. on the face of the chart but not in the Comm Tab
first believed. The good news is that the listing includes LAA, CTAF, Flight Service Stations,
communications tabulations on the front panels of and ASOS and AWOS. Clearance delivery
the low altitude charts are coming back. the state postal code letters “MT.” Well, let me frequencies are included only on the IFR airport
ask you this: What are the two-letter identifiers diagram charts.
Sometimes, we would like to have you on the
receiving end of the “Jeppesen Listens” response for Germany, Switzerland, Spain, and the
cards. You would get an earful! We hear you – Netherlands? They happen to be DE, CH, ES, and Communications –
and this time you were shouting, not just talking. NL. Our two-letter postal codes may be known by
pilots from the United States, but they are not On the Face of the Chart
All Flight Service Station (FSS) frequencies are
Communications Tabulations necessarily known by pilots from other nations
that fly to the United States. We use the longer shown on the face of the chart near the location of
For discussion purposes, a section of the new their antennae. This can be just above the navaid
“Comm Tabs” from US(LO) 7/8 is illustrated. The abbreviations as a way to make them more
meaningful rather than trying to remember the frequency box, above the airports where the
first entry for Great Falls, Mont shows “p8B” to the remote sites might be located, or at remote sites
right of the city name. These characters indicate names for MT, MI, MA, MS, MN, etc.
indicated by a small dot enclosed by a small circle.
that the Great Falls airport can be found on panel Under the entry for Great Falls, note that the words Since the first two digits of all Flight Service Station
8 of the chart in quadrant B. Each panel is labeled Great Falls, App(R)/Dep(R), Twr, and Gnd are in frequencies are “12” these two numbers do not
at the top of the “Zigdex.” Each panel is included bold. When the words and letters are in bold type, appear with the FSS frequencies. One of the
on the chart between the “outside” folds. These this indicates the names to be used in voice original FSS frequencies, 122.1 MHz, has almost
are the folds that are naturally on the left and right communications. For example, a call to approach disappeared. In the first comm receivers, there
when you open to only one section of the chart. control would be “Great Falls Approach,” not was a limited number of VHF transmit frequencies
When the chart is opened this way, there are four “Great Falls International Approach” because the and 122.1 was one of them. Most Flight Service
sections labeled A, B, C, and D. This indexing word Int’l is not in bold. At Hailey, Idaho, it is easy Stations were able to receive on that frequency
system on the Comm Tabs negates the need for to see that a call to the tower would be “Hailey and transmit back on the VOR. Today, however,
the “City Location Guide” which will disappear. Tower” and not “Friedman Memorial Tower.” most stations have the capability to transmit and
You might wonder why the letters “MONT” The capital letter “R” in parentheses after the receive on the same frequency, such as 122.2 MHz
represent the abbreviation for Montana instead of letters “App” at Great Falls indicates that radar is and 123.6 MHz.
Most of the FSS frequencies are on or near airports
rather than VORs, so we’ll look at three different
airports to see how to find FSS frequencies. We’ll first
look at Bozeman, an airport that formerly had a
Flight Service Station but is now served by Great
Falls FSS about 100 miles away. Available frequencies
are now “stacked” above the airport information in
the following sequence (when available): ATIS,
ASOS, AWOS-3, RCO, LAA, and
CTAF. At Bozeman, the current
weather can be received by
listening to the ASOS
frequency of 135.42.

If you want to talk to the FSS near Bozeman, you

can call Great Falls Flight Service on 122.5 MHz.
This is important for opening and closing VFR flight
d
plans as well as closing IFR flight plans. After Salt
Lake Center has cleared you for the approach and L im itTei me!
you are ready to cancel IFR and your flight plan,
Great Falls will take care of you on 122.5.
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frequencies, you need to inform them you are For a limited time get the best multimedia CD-ROM home study/test prep course at the lowest price. 100% satis-
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listening on 122.5. For example, you would call
“Great Falls Radio, Baron 7928R listening 122.5” Using the latest technology, FliteSchool leads you through engaging, fast-paced audio, video, graphics and text.
And, only the FliteSchool CD-ROM gives you easy access to a comprehensive FAA reference library. Before you
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Beginning with the June enroute chart revisions,
the CTAF (Common Traffic Advisory Frequency) Each course includes: • Every FAA question • Detailed explanations
• FAA computer testing supplement • FAA exam sign-off • Personalized diploma • Pass guarantee
will also be included with each airport. At
Bozeman, the CTAF is 122.7 MHz. 100% satisfaction guarantee.
If you’re not completely satisfied with your FliteSchool test prep course, return it within 30 days of purchase and
When operating at airports that have only a Flight we’ll refund your purchase price 100%.
Service Station and no tower, the FSS should be
contacted on 123.6 MHz – but this is rare! The Get there fast with these limited time savings!
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service provided by FSS called LAA (Local Airport Regular Price Limited Time Offer
Advisory) is disappearing into history as Flight Private Pilot $169 $199.00
Service Stations are consolidating. The remaining Instrument $199 $119.00
Flight Service Stations are mostly located at airports Commercial $199 $119.00
Flight Instructor $199 $119.00
with towers, so LAA is rarely available. When it is ATP/Dispatcher $199 $119.00
there, the letters LAA will be shown above the
Make Your Move.
airport name with the frequency of 123.6 MHz. For more information visit your local Jeppesen Dealer. Or call 1-800-621-5377,
or visit us on the world wide web at http://www.jeppesen.com. Ask about our video test prep offer.
At Butte, Montana, a remote site for the Cedar City
Flight Watch is located near the airport. This is
indicated by Cedar City WX – *2.0. The asterisk in
front of the frequency indicates that Flight Watch is
available only on a part time
basis. The Great Falls FSS has
remote communications at
when the tower is closed during night time hours. James E. Terpstra is senior
Butte on the frequencies of 122.0, corporate vice president, flight
Great Falls FSS can be contacted on 122.55 MHz.
122.4, and 122.65 MHz. information technology at
There are many more communication frequencies Jeppesen. His ratings include
At Helena, ATIS is available on on the face of the chart. We will continue our ATP, single and multi-engine,
120.4 MHz but is only part discussion next month with more of the “comms.” airplane and instrument flight
time, which again is shown instructor. His 6,000+ hours
by the asterisk. Since the include 3,200 instructing.
For comments, please Email:
tower at Helena is part time, the
[email protected]
CTAF frequency of 118.3 MHz (which is the same
as the day time tower frequency) is to be used
The Chart Clinic – Fifth in a Series
discrete frequencies assigned to Great Falls FSS. alternating on both sides of the exact ARTCC
Most likely, when using this frequency, you would boundary. In locations outside the United States,
not be on a party line. When calling Great Falls, Flight Information Regions (FIRs) and Upper
telling them which frequency you are using is Information Regions (UIRs) are essentially the same
important because they don’t always have all their as U.S. Centers.
transmitting frequencies turned on. They monitor
With the Center boundaries, the names and identifiers
all their frequencies so they can hear you, but if you
of the Centers with the letters ARTCC are shown.
BY JAMES E. TERPSTRA don’t tell them what frequency you are using, they
SR. CORPORATE VICE PRESIDENT, JEPPESEN may not know on what frequency to call you back. An interesting issue on the Center names and
What is the use for the name “MILLER PEAK” at the frequencies is that the letters “ARTCC” are included
remote site? It has no operational use from a pilot at the top of the Center frequency box and with
standpoint, but is there for reference when the Center boundary information. But — ARTCC is
robably the most commonly used — and the

P most taken for granted — IFR capabilities

are the FAA-established communication
networks. As long as you can talk with somebody,
coordinating the FSS frequencies with the RCO
when revisions are made by the FAA.
There are also a number of remote sites for the
not what you call “Center.” When calling Seattle
ARTCC on 120.05 MHz, you would call “Seattle
Center, Navaho 527J, . . . “ The proper name is
learned in ground school and you have used it ever
you can get just about any request that you want. Flight Watch capability. There is a
since. But what is the logic? In Europe and other
But take those communications away, as in a Flight Watch remote site near
areas, the names of the various control agencies
communication failure, and you feel blindfolded. Missoula called UNIVERSITY
change so much from country to country that the
Most communication facilities are shown either on MTN. At University Mountain, you can call Cedar
name used in the airplane call is included within
the face of the Jeppesen chart or on the front City Flight Watch on 122.0 MHz.
the box. As an example, you would call London
panel. If you want to listen to the “party line”
while enroute, set your comm frequency to Center Frequencies Control for the equivalent to the U.S. Center facility
so the full name “London Control” is included in
122.2 MHz. Since every flight service station has When handed off to an Air Route Traffic Control
the frequency box. International standardization
122.2 as a standard, you will almost always be Center (ARTCC), the previous controller will assign
still has a long way to go.
listening to some communication with an FSS. the new frequency. However, sometimes you are
Unfortunately, you will also hear many people unable to contact the Center before you are On many charts for areas outside the United States,
“walking over” someone else on the 122.2. If already beyond the previous Center’s frequency the frequency boxes are made with a number of
you need to talk to an FSS, you might prefer to range. In this case, the Center frequencies on the small telephone symbols. Additionally, the
use a more discrete frequency. face of the chart can be very helpful. In the boundaries of communications areas are depicted
illustration, the Salt Lake City Center has sector with small telephone symbols that indicate air-to-
Since 122.2 MHz is so commonly used, the FAA frequencies of 133.4 and 132.4 MHz. These Center ground communications can be found on the front
began giving 50 kHz spacing to most flight service frequency boxes can be used for finding the communications panel.
stations in the mid 1970s. Such frequencies as nearest frequency within the aircraft range. They
123.65, 122.75 and 122.05 are almost like having a also can be used for making initial contact with the Airport Information
discrete frequency to the flight service station. The Center for “pop up” clearances. The exact location Note that the name for the Mc Call, Idaho, is
FAA does not assign the same frequency to nearby for the Center transmitter is usually not known. The printed in blue type and uses all capital letters, and
flight service stations. This is particularly helpful frequency boxes are placed as close as possible to the Council airport is printed in green ink and uses
when flying at high altitudes, since you can call the known location to ensure you are in the upper and lowercase letters. This system provides
flight service stations on a less congested frequency. general area when you have lost contact with the an easy way to determine if an instrument
These frequencies, can be located on your charts previous Center, or when you call as a “pop up.” approach procedure is available at that airport.
above the airports where there are transmitting When the airport name is in all capital letters, the
and receiving antennae. In some areas, the FAA airport has some type of approved standard
also has placed remote sites called RCOs (Remote instrument approach procedure. Non-IFR airports
Communication Outlets) to facilitate a broader are printed in upper and lowercase letters. The blue
availability of communications capability. Near and green colors are added to the new U.S. low
Missoula, Montana, there are two different types altitude charts, but are not differentiated this way
of RCOs. on international charts.
The exact locations of the remote sites are shown On the “top of the stack” of the airport
as a small dot with a circle around them. The information, the city name is shown. Sometimes
MILLER PEAK remote site name is included within a this is called the “location name” because the
rectangle. When near the Miller Peak remote site, name may not always be a city. Below the city
you can call Great Falls FSS on 122.45 MHz. So name, the airport name is shown when different,
what words should you use when calling at the To be consistent on an international basis, the which is most of the time. There are additional
remote site? Your call would be “Great ARTCC boundaries are now depicted the same as pieces of information as well. First is the four-letter
Falls Radio, Baron 1709M, listening on equivalent functions around the world. The ARTCC identifier, if the identifier is made up of all letters
122.45.” This frequency is one of the boundaries are shown with a thin line with ticks and no numbers. If there are numbers in the
identifier, then only the three-alphanumeric
identifier is shown.
The airport identifiers were added on the enroute
charts so that it would be easy to have the
identifier handy for entering into GPS panel-
mounted and hand-held receivers that have
airborne databases. The U.S. and Canada airport
identifiers include three-letter, three-
alphanumeric, and four-alphanumeric identifiers.
Outside the U.S. and Canada, airports have four
letters, because the International Civil Aviation
Organization (ICAO) has a standard of four letters
for all airport identifiers. The identifiers in GPS
databases work consistently for entering
three or four characters
within one receiver,
but there are no
standards from one
receiver to the next. The FAA and Canada are
working on a solution so that you can always know
exactly what identifier to enter for an airport. The
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pilots than any other course - bar none.
letter ICAO identifier for accessing airports.
To the right of the airport identifier is the elevation FliteSchool is the very best way to ace your FAA test faster and easier. Count on FliteSchool’s video courses
and multimedia software to cover all the material thoroughly. FliteSchool covers every FAA question, all
for each airport, followed by the length of the aeronautical concepts and all the problems and important knowledge the FAA wants you to know. FliteSchool
longest runway rounded to the nearest 100 feet, gets to the point quickly without wasting your time with meaningless hangar stories. Bottom
using 70 feet or higher as the rounding value. line - you understand not only the facts and answers to all the FAA questions, but the material
stays with you long after you’ve aced your FAA test.
The Council, Idaho, airport is named Council Each course includes: • Every FAA question • Detailed explanations
Municipal Airport. The letters
• Coursebook • FAA exam sign-off • Personalized diploma • Guarantee you’ll pass
following the small dash
before the letters “Mun” show FliteSchool is always 100% current with the latest FAA questions.
the abbreviation for a municipal airport. The council Special Summer Savings!
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frequency of 363 kHz and the three-letter
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identifier IOM below the airport identifier. To
differentiate the information and make it easier to For more information visit your local Jeppesen Dealer or call 1-800-621-5377.
see, the NDB information is in green. Visit us on the world wide web at http://www.jeppesen.com.

Most NDBs in the United States are used for

instrument approaches and are not part of the airway Available on VHS or multimedia CD
structure, so the NDB
information is not
included in a navaid
facility box. The NDBs are
frequently near an airport, so the ski area). The Hailey NDB forms Victor 101 and 484 James E. Terpstra is senior
so is depicted using a navaid facility box. Hailey corporate vice president, flight
information is included with the airport when the
information technology at
name of the airport and NDB are the same. This saves also has a DME, so the DME channel of 25 and the
Jeppesen. His ratings include
space on the face of the chart and makes them easy civilian frequency of 108.8 MHz are included below
ATP, single and multi-engine,
to find because of their association with the airport. the NDB facility box. It is relatively common to airplane and instrument flight
have a DME located at an NDB in many places instructor. His 6,000+ hours
There is an interesting exception to the NDBs in around the world. include 3,200 instructing.
the United States. At Hailey, Idaho, there is an NDB
For comments, please Email:
that also is used to form three airways in and out of In the next issue, we will further explore the
[email protected]
Hailey (Hailey is the airport for the Sun Valley, Idaho designation of airways, MEAs, MOCAs, etc.
The Chart Clinic – Sixth in a Series
“Mode C veil” since it did not match the floors of
Class A Airspace the different Class B sectors. A listing of the 33
Class A airspace is the most restrictive and requires Class B airports with Mode C veils can be found in
the most amount of pilot experience and control FAR Part 91, Appendix D, Section 1.
by ATC. The classes of airspace were created and
then specified in FAR Part 71. This FAR also says if The maximum airspeed below the Class B airspace
there are overlapping types of airspace, then the area is 200 knots and the max speed inside the
one that is the most restrictive is the one that Class B airspace is 250 knots even though the
BY JAMES E. TERPSTRA applies. In the United States, Class A airspace maximum speed below 2,500 feet above the sur-
SR. CORPORATE VICE PRESIDENT, JEPPESEN begins at 18,000 feet MSL and extends up to FL face and within 4 nautical miles of a Class C or D
600. Class A airspace does not include any airspace airport is 200 knots. The FAA is currently experi-
less than 1,500 feet above the ground (a small area menting with eliminating the 250-knot maximum
airspeed within Class B airspace.

R
unning up and down Kill Devil Hill at Kitty above Mt. McKinley in Alaska). All aircraft in Class
Hawk, North Carolina, the Wright Brothers‘ A airspace must be operated under an Instrument Class B airspace charts are included as 10-1A
primary concern was whether or not they had Flight Rule and the pilot must have at least an charts at the beginning of each of the Jeppesen
a steady, strong breeze. When Orville‘s 12-second, instrument rating. Above FL 600? Well if you can approach charts at airports where Class B airspace
120-foot flight finally launched off the track on get there, you are back in Class E airspace. is in effect. The Class B charts show the designat-
December 17, 1903, the traffic pattern was clear There is no symbol that is used for Class A airspace ed vertical and horizontal limits of each sector. A
except for a few birds. But things have changed in since it covers the entire United States. A note on textual description of the Flight Procedures is also
aviation. If the Wrights made the same flights today, the front panel of the high altitude enroute chart included on the Class B pages.
they would need one mile visibility and have to states that all the airspace in the U.S. and Canada
remain clear of clouds as long as they stayed less than at and above 18,000 feet MSL up to and including Class C Airspace
1,200 feet AGL. That same flight today proceeding FL 600 is Class A airspace. The airspace around airports formerly known as
four miles east would be in Warning Area W-72A and Airport Radar Service Areas (ARSAs) is now Class C
proceeding 12 miles southwest, it would be in Class B Airspace airspace. Two-way radio communications with the
Restricted Area R-5314C. In the mid 1970s, the FAA created a new type of appropriate ATC facility (usually approach control)
As the numbers of aircraft, pilots, and flights increase, airspace surrounding about 21 terminal areas in are required prior to entry into this airspace. The
so does the amount of designated airspace. Each order to have more complete control airspace around Class C airports has a speed limit
additional airspace designation seems to carry with it over all aircraft operating in that air- of 200 knots for aircraft at or below 2,500 feet
new equipment requirements, such as transponders, space surrounding the airport. The current above the surface within 4 nautical miles of the
encoding altimeters, TCAS, and other sophisticated Class B airspace is an inverted wedding primary airport. A transponder with Mode C alti-
types of avionics gear. cake concept which allows flights for some air- tude reporting is required within the limits of the
craft beneath the edges of the Class B airspace Class C airspace. The symbol for the Class C air-
Controlled Airspace without meeting all of the Class B require-
space around an airport is similar to
Over the years, the lack of controlled airspace has ments. The Class B airspace boundary at the
the Class B airspace symbol. The
instead become an abundance of controlled uppermost level is shown on the Jeppesen
airspace. Many of us grew up in the aviation world enroute and area charts by a light
with Terminal Control Areas (TCAs), Continental magenta shaded area. Inset in the
Control Area, Positive Control Area, and other types Class B line is the capital letter B to
of airspace with names that implied their meaning. additionally identify the airspace type.
But that has all changed. Back in September of The equipment, pilot, and other requirements for
1993, the FAA decided to change the naming Class B airspace operations are included in FAR
conventions of different types of airspace to match 91.117, 91.131, and 91.215. In the beginning of
the terms used by ICAO. TCAs, there were three different classes which had
That is good news and bad news. The good news is different requirements, but all Class B airspace is
that the airspace classifications that we learn will under one category, and the operation, equip-
help all of us understand requirements that are ment, and pilot requirements are the same for all
essentially the same all over the world. One type of Class B locations.
controlled airspace labeled with a letter is supposed A requirement for a 4096 code transponder with
to be the same regardless of where in the world we mode C automatic altitude reporting capability is
fly. Also, since the letters of the alphabet closer to associated with Class B airspace, but the bound-
the letter “A” are generally more restrictive, the aries for the transponder requirement are not main difference is that the Class C airspace symbol
system is logical. The bad news? Letters have no exactly the same as the Class B airspace. The is blue and contains the letter “C” on the perime-
intuitive meaning. The term “Positive Control Area” transponder requirement is for all operations with- ter. The top of the Class C airspace around each
definitely said something by its name. The term in 30 nautical miles of a Class B airport up to airport is included below the box which includes
“Terminal Control Area” implied a meaning for the 10,000 feet MSL or the ceiling of Class B, whichever the name of the airport in the Class C airport. At
airspace around an airport. Now, Terminal Control is lower. When the change was made for the mode Roanoke, Virginia, note the
Areas have become Class B airspace and Positive C requirement from 10,000 feet MSL all the way upper limit of the Class C air-
Control Areas are Class A airspace. down to the ground, it became know as the space is 5,200 feet.
Class D Airspace
The airspace formerly known as Airport Traffic
Areas has been classified
as Class D airspace. These
are airports where there
is an operating control
tower. Anyone operating
in Class D airspace must
establish two-way com-
munications with the
tower before operating in
the airspace. The same maxi-
mum airspeed regulations apply to Class D airspace
that are in effect within Class C airspace. A Mode C
transponder is not specifically required, however.
If there is Class D airspace around an airport, you can
tell by looking at the dashed line surrounding the
airport. A letter “D” will be included in parentheses
in the dashed line.

Class E Airspace Ace Your Test with the BEST Home Study Course - Guaranteed!
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airspace. All airspace at and above 14,500 feet available- and that’s FliteSchool. FliteSchool delivers more home study experience and is preferred by more
pilots than any other course - bar none.
MSL is controlled airspace and is known as Class E
airspace. This area was formerly known as the FliteSchool is the very best way to ace your FAA test faster and easier. Count on FliteSchool’s video courses
Continental Control Area. Class E airspace around and multimedia software to cover all the material thoroughly. FliteSchool covers every FAA question, all
aeronautical concepts and all the problems and important knowledge the FAA wants you to know. FliteSchool
gets to the point quickly without wasting your time with meaningless hangar stories. Bottom
line - you understand not only the facts and answers to all the FAA questions, but the material
stays with you long after you’ve aced your FAA test.
Each course includes: • Every FAA question • Detailed explanations
• Coursebook • FAA exam sign-off • Personalized diploma • Guarantee you’ll pass
FliteSchool is always 100% current with the latest FAA questions.
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Private Pilot (Mac/Win) $129
Instrument (Mac/Win) $169
Commercial (Win) $169
Flight Instructor (Win) $169
ATP/Dispatcher (Win) $169

Ask about our video test prep offer!

For more information visit your local Jeppesen Dealer or call 1-800-621-5377.
an airport was established for one purpose -- to Visit us on the world wide web at http://www.jeppesen.com.
keep VFR pilots out of the designated airspace
when the ceiling becomes less than 1,000 feet or Available on VHS or multimedia CD
the visibility less than three statute miles. The size
and shape of the Class E airspace is based on the
type of IFR approach into the airport. Class E air-
space is shown with a dashed line with the letter
“E” included within parentheses in the dashed James E. Terpstra is senior
line. The designation of controlled airspace is type of approved weather reporting service. This corporate vice president, flight
included on the IFR charts to let the instrument reporting can be done by tower personnel, FSS information technology at
pilot know when it is necessary to change from personnel, or any other person approved by the Jeppesen. His ratings include
VFR to IFR. National Weather Service. There are some loca- ATP, single and multi-engine,
tions where an ASOS (Automated Surface airplane and instrument flight
Class E airspace around an airport is an often mis-
Observation System) is used to provide the instructor. His 6,000+ hours
interpreted section of airspace. It does not need to
include 3,200 instructing.
have a control tower. It does not need a Flight weather in Class E airspace. In the next article, we
For comments, please Email:
Service Station. In order for Class E airspace to be will continue with controlled airspace and special [email protected]
established around an airport, there must be some use airspace.
The Chart Clinic – Seventh in a Series
clouds. Special VFR is not authorized, however, at
Pittsburgh International Airport. As shown in the illus-
Special Use Airspace (SUA)
tration, this is made clear by a series of shaded Large chunks of airspace are reserved for military
magenta squares outlining the Class D airspace. operations and other special interest groups. These
types of airspace fall into the general category of spe-
Part-Time Controlled Airspace cial use airspace and are commonly referred to as
The blue dashed line around South Lake Tahoe SUAs. SUAs include prohibited areas and restricted
includes the letter “D” which is prefixed by an aster- areas. Warning areas and military operations areas are
isk. The asterisk indicates the Class D airspace is only technically not special use airspace which are desig-
BY JAMES E. TERPSTRA in effect on a part time basis. To determine the hours nated in FAR Part 73, but are similar because of the
when the Class D airspace is in effect, the back panel types of restrictions and activities.
SR. CORPORATE VICE PRESIDENT, JEPPESEN
of the enroute chart has a complete listing of all the No flights are allowed within prohibited areas. In the
t was about an hour before sunset. Sitting on the part-time Class C, D, and E airspace on the chart. The

I
United States, the best known prohibited area is P-56
ramp at Centennial Airport we could see the sun listing for South Lake Tahoe shows that the Class D which encompasses the White House and Capitol
shining to the west. We wanted to go out and prac- airspace is effective from 0800 to 2000 local time. Buildings in Washington, D.C. The box adjacent to
tice some air work before dark. But the ATIS was report- When the Class D airspace is not in effect, note that the special use airspace designation includes the
ing the ceiling to be 800 feet overcast with a visibility the airspace becomes Class G for the other times upper and lower limits of the
of 10 miles. It sure felt like VFR with all that visibility, but (O/T). Note that the effective area and indicates that P-56
anything below a ceiling of 1,000 feet at Centennial hours are shown as local time extends from the ground to
with its control tower makes the airport IFR. Now the on the Jeppesen charts. 18,000 feet.
question -- can we depart the airport VFR and go out
to do some air work?
Bases of Controlled Airspace An area designated as a restricted area denotes the
In the United States, the base of the controlled air- existence of unusual and often invisible hazards to air-
Time to get out the area chart and look at the con- space starts either on the surface, at 700 feet AGL, craft such as artillery firing, aerial gunnery, or guided
trolled airspace boundary lines around Centennial 1,200 feet AGL, or a designated MSL base altitude. missiles. Unauthorized penetration of these restricted
Airport. Is it made up with dashed lines? Or is it made When the base of the controlled airspace is 700 feet areas could ruin your whole day. Approval to operate
up of those small magenta squares? AGL, that airspace is designated as a transition area. within the restricted areas can be obtained through
communications with air traffic control centers, flight
Special Privileges The base of the controlled airspace on airways is
1,200 feet AGL and extends four nautical miles on service stations, or the controlling agency. Restricted
both sides of the airway centerline. Some transition area R-2517 northwest of Los Angeles extends out to
areas also have a base of 1,200 feel AGL. sea only three miles, and warning area W-532 extends
out beyond the three-mile limit. (The three-mile limit,
All airspace which is controlled below 14,500 feet is established in the 1700s, was the range of a cannon.)
shown on the charts by the white areas. In the illus-
tration, note that the airspace southeast of the Smith, To proceed through a restricted area when operating
Nevada airport is shaded. This means that the base of IFR, simply file a flight plan via the airways that pro-
the controlled airspace southeast of Smith is at ceed through that restricted area. If the clearance is
14,500 feet MSL, which is the base of the Class E air- received “cleared as filed,” authorization is granted to
All of the VFR visibilities
space. What does this mean? If you depart the Smith proceed through the restricted area. It may be a bit
and cloud clearances
Airport as an FAR 91 operator, you can fly southeast chancy to file through the restricted area because two
are listed in FAR 91.155. At
bound in IFR weather conditions without an IFR flight different things could happen. First, your IFR clear-
certain airports, when the
plan and without an ATC clearance. This may be legal, ance might not come back as “cleared as filed,” and
weather conditions are less than
but remember that ATC has no jurisdiction over that then it will take some time to copy a new clearance
1,000-3, you can exercise the special VFR privileges
airspace below 14,500 feet and, therefore, does not and figure out a new set of routes and ETAs.
listed in FAR 91.157. At any airport within Class C, D,
provide separation. Additionally, if the clearance does come “as filed,” it is
or E airspace, shown on the chart as a series of dashed
possible that the center will issue an amended clear-
blue lines, such as Pittsburgh Allegheny County For an IFR flight from Smith to South Lake Tahoe, the ance once you are enroute if ATC is notified by the
Airport shown in the accompanying illustration, you situation changes. You cannot penetrate the con- military that they are using the restricted airspace.
can request and receive a special VFR clearance if the trolled airspace to the west of Smith without an IFR
visibility is at least one mile and you remain clear of flight plan and an ATC clearance. Warning Areas
A warning area is airspace extending from three nauti-
cal miles outward from the coast of the United States
and contains activity that may be hazardous to non-
participating aircraft. The purpose of warning area is to
warn nonparticipating pilots of the potential danger.
Activities conducted within warning areas may be as
hazardous as those in restricted areas; however, warn-
ing areas cannot be designated by the FAA as a
restricted area because they are over international
waters not subject to FAA restrictions. The FAA claims
jurisdiction over the airspace out to 12 nautical miles.
Warning areas are regulatory from 3 to 12 n.m. and
nonregulatory beyond 12 n.m.
Military Operations Areas
There are a number of locations throughout the
United States where military operations are conduct-
ed that are unlike those in restricted or warning areas.
These areas are called Military Operations Areas
(MOAs) and are designated on charts only in the low
altitude airspace. On the charts, MOAs are depicted
with their lateral boundaries, but the vertical limits
and hours of operation are included on the panel of
the charts with the name of the controlling facility. In
the illustration, the Pickett MOA is divided into three
different areas with different vertical limits. The details
are on the chart panel.
When flying VFR, you can fly through these areas
without getting a special clearance; however, it is
obviously important to be on alert for military activi-
ty. When flying IFR, a flight plan through an MOA will
usually be approved. But frequently there are opera-
tions in the MOA that require ATC to give an IFR clear-
ance around the MOA. If that happens and the new
routing is significantly longer, it is wise to check on
the altitudes of the MOA, because frequently a lower
or higher altitude may allow you to avoid the MOA by
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Restrictive Airspace Symbology

The boundaries of restricted areas and military oper-
ating areas have a slightly different look. The bound- James E. Terpstra is senior
ary around R-6602 has more hashes per inch than the intensity symbol require communications prior to corporate vice president, flight
boundaries that depict the Pickett military operations entry. Areas depicted with the more widely spaced information technology at
area. Prohibited areas use the same boundary as hash lines symbology do not require communications Jeppesen. His ratings include
restricted areas whereas warning areas have the same or a clearance, but show areas where you should exer- ATP, single and multi-engine,
boundary as MOAs. cise extra visual surveillance for unusual flight activity. airplane and instrument flight
instructor. His 6,000+ hours
The difference between the symbols signals that a In the next article on Jeppesen charts, we will consid- include 3,200 instructing.
clearance is required prior to entering the special use er the symbols used to make up the airway structure, For comments, please Email:
airspace. Areas that are depicted with the higher the symbols and uses of MEAs, MOCAs and MRAs. [email protected]
The Chart Clinic – Eighth in a Series
ing system. Note that V-21 (odd number) runs north and clearance altitude (MOCA). Both the MEA and MOCA
south near the Great Falls VORTAC. provide the same obstruction clearance. The only differ-
All airways in the United States are formed by magnetic ence is that radio navigation signal coverage is provided
radials from VORs (and a couple NDBs). The design using along the entire airway segment at the MEA, but the
magnetic was incorporated so the airplane’s magnetic MOCA provides radio navigation signal coverage only
heading corresponds with the magnetic radial in a no- within 22 nautical miles of the VOR. From an application
wind condition. There are a number of aviation commit- standpoint, what this means is that if you are cleared for
tees working on the possibility of converting everything an approach while still on an airway, you can descend
to true instead of magnetic, but the obstacles to a con- from the MEA to the MOCA when within 22 nautical
version make the transition a very difficult project. miles from the VOR.
BY JAMES E. TERPSTRA Due to the high magnetic variation values near the West of the Great Falls VORTAC on the 256 radial, note
SR. CORPORATE VICE PRESIDENT, JEPPESEN North Pole, courses which define airways from a VOR or there are two different MEAs. The 9,500-foot altitude is
NDB in the Northern Domestic Airspace of Canada are the MEA westbound and the 6,800-foot altitude is the
When driving your car and cruising along Interstate designated as true rather than magnetic. On the enroute MEA eastbound. The different MEA values are used
Highway 70, you have a road map and a constant series charts, the airways in the Canadian Northern Domestic because of minimum climb gradient values which must
of highway identification signs telling you where you are Airspace are designated as true by using the letter “T” be considered westbound from Great Falls. No minimum
and when to change highways when you want. Flying which follows the degrees in true from the facility which descent gradient values have been established; therefore,
along V-70, you have an enroute navigation chart—but forms the airway. when flying eastbound to Great Falls, you may descend
no airway identification signs to see out the window. The (if cleared to do so) to 6,800 feet after crossing Shimy
only way you even know you are on the right airway is Minimum Altitudes Intersection.
by a panel full of knobs, dials, buttons, CDI needles, HSIs, FAR Part 91.177 states that no person may operate an air- On V-120 (GTF 091 radial), only one minimum altitude
some electronic displays, etc. Maybe that’s why pilots are craft under IFR below the applicable minimum altitudes is stated. In this case 8,400 feet can be considered both
a different “breed of cat.” That’s why Jeppesen puts so prescribed in Parts 95 and 97. All of the MEAs, MOCAs, the MEA and the MOCA since both altitudes have the
many symbols on our charts. MRAs, and MCAs found on the charts are those altitudes same obstruction clearance.
Let’s look at the depiction of those highways in the sky. prescribed in Part 95. (Part 97 defines the minimum alti- Proceeding westbound from Great Falls on the 277 radi-
During most of this discussion, refer to the illustration tudes for instrument approach procedures). This means al, the MEA changes from 7,000 to 10,000 feet crossing
which is an excerpt from US(LO)7 near the Great Falls, each Victor airway has a usable envelope with a base at the Chote Intersection. When the MEA changes at an inter-
Montana area. MEA or MOCA, and the top at 17,999 feet. The MEAs and section, a small “T” bar is at the end of the airway line
MOCAs on the charts have a 2,000-foot obstruction clear- designation, next to each intersection. There is no MEA
Airway Designations ance criteria applicable in mountainous terrain and a change southeast of Great Falls on V-187 (106 radial);
Originally, our airborne highways were numbered the 1,000-foot obstruction clearance for non-mountainous ter- therefore, the airway line proceeds to the “X” and stops
same as the ground highways beneath them. As an rain. For a chart depicting the mountainous terrain, refer to without the small “T.”
example, V-2 from Seattle to Boston closely parallels U.S. Jeppesen Enroute page US-3.
Highway 2 across the northern United States. Also, the In the enroute chart illustration, refer to the numbers Mileages/Changeover Points
even numbered airways generally run east and west, 11000 and 10300T on V-187 (Great Falls 106 radial). The The numbers adjacent to the airway designators, and
whereas the north-south airways are labeled with the 11000 represents the minimum enroute altitude (MEA), enclosed in the six-sided box, represent the total dis-
odd numbers similar to the Interstate highway number- and the 10300T represents the minimum obstruction tance between navigation facilities. When an airway
between navaids is broken by
intersections, the various leg
lengths are shown by numbers not
enclosed in a box. The segment
distances are included between
any combination of navaids, inter-
sections, and mileage breaks. As
an example, the number 78 in the
six-sided box above the designator
for V-120 indicates the total dis-
tance on that airway between
navaids. On the next airway to the
south (V-187), the distance of 64 is
only from the VOR to the “X.”
The FAA has defined points
between navigation facilities along
airways which are called
changeover points (COPs). The
COPs indicate you should change
over your navigation equipment to
the facility ahead from the navaid
behind you.
The COPs assure continuous
reception of navigational signals at
the MEA and also assure that you
will not receive azimuth signals
from two different navigation facil-
ities on the same frequency. Every
airway has a changeover point.
Even though V-120 (GTF 091 radial) does not have a
COP symbol, the changeover from navaid to navaid is
technically at the midpoint, or 39 nautical miles. When
No More Games.
flying eastbound from Great Falls on V-187 (GTF 106
radial), the changeover point is at the bend in the airway.
In most cases when a mileage break (designated by the
letter “X”) is found on an airway, it can be considered as
the COP, even if a turn is not obvious.
When the changeover point is not at the midpoint or a
mileage break, a COP symbol is placed on the airway.
When flying eastbound on V-113 from Helena, you
should change over to the next navaid when 40 nautical
miles from Helena. There also is a COP at the Shimy
Intersection (HLN 336 radial) when flying on V-356.
There are no mileages indicated on the COP at Shimy,
since the DME mileages are included on the airway.
When the COP is not at an intersection, the distances to
each navaid are included with the COP symbol.
Intersections
Intersections on airways, also known as reporting points,
are used for ATC purposes, locations for altitude
changes, and as transition points to depart the enroute
structure for an approach. If the intersection is a non-
compulsory reporting point, it will be depicted as an
open triangle. Compulsory reporting point intersections
appear as a solid triangle. The “X” symbol east of GTF is
not an intersection, but a bend in the airway which is Actual screen shot - NEW 172 panel.
also called a mileage break. Because these fixes are in
Jeppesen’s database, the database identifier [ZERZO] is Jeppesen FS-200 Flight Simulator
included in brackets for the use with airborne databases. Tired of adding the mouse pointer to your instrument scan? With the Windows 95 FS-200, you can stow that mouse and focus on real
The FAA is in the process of naming all these fixes with flying. Our Basic Package at only $924.95 includes a realistic control console, rudder pedals, and yoke so you can fly your simulator just
like you fly an aircraft, with your hands on the controls rather than on a keyboard or mouse. Our competition will ask you to spend over
unique five-letter names. These fixes are called comput- twice as much for the same realism.
er navigation fixes (CNFs), and are not to be used in Experience the challenge of the world’s most difficult approaches right on your own PC. Unlike other PC-based simulators on the market,
communication with ATC. the FS-200 comes with a full worldwide Jeppesen NavData database at no extra charge.
Someday real flying may be as easy as a video game, but until then save your mouse and keyboard skills for the office.
To determine which facilities form an intersection, a cou-
ple of different symbols are used. The Abarn Intersection NEW! Cessna 172 panel and full worldwide database included!
• True 32-bit Windows 95 application • Super-realistic instrument failures
(GTF 238 radial) is formed by the radials from Great Falls • 1024 x 768 resolution panel • Full width out-the-window view • On-screen help menu
and Helena. This is indicated by the small arrows adja- • Flexible and powerful map screen • Practice with actual ATC clearances
cent to the airway line next to the intersection from the • Variable ceilings, weather and visibility • Two versions of Bonanza A-36 panel
forming facility. Note that there is a small letter “D” Basic Package JT203010 $924.95 (shown)
under the arrow near Abarn Intersection which points Advanced Package FS-200AC FAA Approved
(Cirrus yoke and console with Package (Call for details)
from the Great Falls VORTAC. This means that Abarn realistic throttle quadrant) JT203030 $3099.00
Intersection can be identified using DME from GTF. Even JT203020 $1899.00
though the Helena VORTAC has DME capability, the Minimum System Requirements: IBM or compatible PC using a Pentium 100MHz proces-
Abarn Intersection cannot be identified using the DME sor, Windows 95, 24 MB system RAM, 20 MB of hard drive space, 15” SVGA monitor, 2 MB video RAM, color
from Helena since the letter “D” is not located adjacent SVGA card and Soundblaster-compatible sound card.

to the forming arrow. It is apparent that everything from To order risk free call 1-800-621-5377
the Helena VORTAC is OK, but the lack of a DME forma- Western Hemisphere: 303-784-4274 • FAX: 303-784-4153 • www.jeppesen.com
tion from HLN at Abarn may be an FAA oversight. Eastern Hemisphere: +49 69 96 12 48 51 • FAX: +49 69 96 12 48 99 • [email protected]

Southwest of Great Falls on the 206 radial is the Siebe ®

Intersection, which can be identified only by using the

radials from Great Falls and Helena. (Siebe can be
formed by the DME from Helena but that surely isn’t
practical when flying the airway.) James E. Terpstra is senior
The depiction of the DME distance is portrayed differ- tified by a DME distance, the leg segment distance can’t corporate vice president, flight
ently depending on whether the intersection is the first be used without adding it to the previous leg distance. information technology at
fix from a navaid or if it is beyond the first fix. When an To avoid mathematics, the distance of 52 is specified Jeppesen. His ratings include
intersection is the first reporting point from a VORTAC, next to “D” by the Shimy Intersection. ATP, single and multi-engine,
the leg distance can be used as the DME distance; there- In the next article on airway chart usage we’ll look at the airplane and instrument flight
fore, the letter “D” stands alone without the DME dis- FAA’s new announcement on using GPS as a substitute instructor. His 6,000+ hours
tance designation. Since the Shimy Intersection is not for DMEs and NDBs and continue the discussion of the include 3,200 instructing.
the first intersection away from Helena, but can be iden- enroute charts. For comments, please Email:
[email protected]
The Chart Clinic – Ninth in a Series
which has a latitude and longitude is plotted at database, leaving a few miles as a buffer will
precisely the exact location where it exists on ensure that you stay away from protected
the earth. airspace.
So-called “attribute” information about a In the illustration below, a straight line from the
facility, such as frequencies, identifiers and Paris Municipal (Arkansas) Airport to the Fort
names, are moved away from the VOR so that Smith Regional Airport will pass just north of
the attributes can easily be read. Other excep- restricted area R-2401A and B and R-2402.
tions? When the missed approach point is on Since both airports and the restricted areas are
the end of the runway, the small triangle used precisely plotted, there is an assurance that you
BY JAMES E. TERPSTRA to depict the MAP in the plan view will be will stay north of the restricted areas. From a
SR. CORPORATE VICE PRESIDENT, JEPPESEN moved slightly toward the FAF so it can be practical standpoint, it might be smart to go
read. Otherwise, the runway symbol would cut direct from Paris to the Wizer NDB. This route

I t’s pretty obvious that the shortest distance up the triangle so badly that it wouldn’t be will go even further north of the restricted areas
between two points is a straight line. When easily discernible. and place you over the final approach fix to
flying, one can argue whether that is a runway 25 at Fort Smith.
What all this accuracy really means is that a
geodesic line, a great circle line, and whether
straight line drawn on a Jeppesen chart can be
or not either one of those is accomplished by
drawing a straight line on a piece of paper. And
used to determine if a direct route will avoid VORs for Direct Route
airspace such as Class B airspace, restricted
when that flat piece of paper represents a
areas, prohibited areas, etc. Because Jeppesen
Navigation
portion of our round world, it becomes even One of the most common means for flying
uses the Lambert Conformal Conic projection
more interesting – and maybe a bit confusing. direct routes is to use conventional navigation
for the enroute charts, a straight line is as close
But the real challenge is to make the shortest such as VORs. When flying direct off-airway
as possible to a geodesic line (better than a
distance a reality – in a world of airways that zig routes, remember to apply the FAA distance
great circle route.) The closer that your route is
zag across the country. limitations. The FAA has established an opera-
to the two standard parallels of 33° and 45° on
tional service volume for each class of VHF
Do you have to fly the airways? What about the chart, the better your straight line. There
navaid to ensure adequate signal coverage and
altitudes on your own direct routes? What are cautions, however. Placing our round earth
frequency protection from other navaids on
about radar coverage? What about communi- on a flat piece of paper will cause distortions,
the same frequency. The maximum distances
cations coverage? What about GPS? particularly on long east-west routes. If your
vary with the altitudes to be flown. When using
route is 180° or 360°, there is virtually no
VORs for direct route navigation, the maximum
Off-Airway Navigation distortion in the course line.
distances between navaids specified with the
There are a number of ways to create shorter About the only way to precisely determine if appropriate altitudes are as follows:
routes and fly off the airways. Two series of you have accurately flown adjacent to the
Jeppesen charts can be used to draw direct restricted airspace is by the use of some of the Below 18,000’ 800NM
routes. The easiest is the RNAV enroute series airborne Jeppesen GPS databases which 14,500’ to 17,999’ using H class navaids 200NM
which uses 11 charts to cover the entire U.S. In include a graphic display of the airspace on the 18,000’ to FL450 260NM
the next article, we will discuss the RNAV GPS receiver display. But, from a practical Above FL450 200NM
enroute charts and concentrate this month on standpoint when not using an airborne
the conventional IFR charts.
The Jeppesen low and high altitude enroute
charts can also be used to create direct routes.
However, many of the charts do not share the
same scale as the adjacent chart, so a straight
line is virtually impossible to use as a direct
route for long distances. On the high altitude
charts, the west half of the U.S. is charted at the
same scale of 40 nautical miles to the inch. In
the east half, the scale is 25 miles to the inch so
it is possible to plot longer distances on the
high charts.

Precision Plotting
Are Jeppesen charts plotted accurately enough
to draw a direct route that can be flown?
Generally speaking, yes. If the charts were not
plotted accurately, a straight line drawn adja-
cent to a restricted area may in fact penetrate
the restricted area. Jeppesen uses a computer
graphic system which generates and maintains
the charts. The computer graphic system uses
the same navigation database that is the basis
for most airborne FMS and GPS databases.
Because of this compatibility, all information
There are times when ATC will initiate a direct
route that exceeds the stated distances. When
that happens, ATC will provide radar monitor-
No More Games.
ing and navigational assistance as necessary.

GPS for Direct Route

Navigation
The use of GPS for direct route navigation has
made the job of flying direct much easier. Most
handheld GPSs, as well as all panel mount GPS
receivers, have a navigation database, so the
entry of destinations as well as waypoints is
simply a matter of knowing the identifier of the
place you want to go.
The FAA acknowledges there is an “increasing
use of self-contained airborne navigational sys-
tems which do not rely on the VOR/
VORTAC/TACAN system.” When filing for long
direct routes using GPS and not the VOR
navaids, the routes will be approved only in a
radar environment. In this case, you are
responsible for navigating on your direct route.
ATC is there for ATC purposes, not for provid-
ing navigation.

GPS as a Substitute Actual screen shot - NEW 172 panel.

The FAA recently issued a notice announcing
that GPS can be used as a substitute for all Jeppesen FS-200 Flight Simulator
DMEs and NDBs in the United States. This has Tired of adding the mouse pointer to your instrument scan? With the Windows 95 FS-200, you can stow that mouse and focus on real
many interesting implications. Let’s assume flying. Our Basic Package at only $924.95 includes a realistic control console, rudder pedals, and yoke so you can fly your simulator just
like you fly an aircraft, with your hands on the controls rather than on a keyboard or mouse. Our competition will ask you to spend over
ATC asked you to report passing the CHARR twice as much for the same realism.
Intersection southeast of Fort Smith VOR on Experience the challenge of the world’s most difficult approaches right on your own PC. Unlike other PC-based simulators on the market,
the airway. Using the VOR to navigate on the the FS-200 comes with a full worldwide Jeppesen NavData database at no extra charge.
105° radial, when the GPS reads 16 miles from Someday real flying may be as easy as a video game, but until then save your mouse and keyboard skills for the office.
FSM, you would be at the CHARR intersection. NEW! Cessna 172 panel and full worldwide database included!
The GPS distance from FSM would be legal as • True 32-bit Windows 95 application • Super-realistic instrument failures
the formation. From a more practical stand- • 1024 x 768 resolution panel • Full width out-the-window view • On-screen help menu
• Flexible and powerful map screen • Practice with actual ATC clearances
point, it would be easier to enter CHARR in the • Variable ceilings, weather and visibility • Two versions of Bonanza A-36 panel
GPS receiver and have the intersection called Basic Package JT203010 $924.95 (shown)
from the database. In this case, the GPS would Advanced Package FS-200AC FAA Approved
continuously read the distance to go to (Cirrus yoke and console with Package (Call for details)
realistic throttle quadrant) JT203030 $3099.00
CHARR, and the GPS would also continuously JT203020 $1899.00
provide the time to get there.
Minimum System Requirements: IBM or compatible PC using a Pentium 100MHz proces-
The GPS is now authorized to navigate to and sor, Windows 95, 24 MB system RAM, 20 MB of hard drive space, 15” SVGA monitor, 2 MB video RAM, color
SVGA card and Soundblaster-compatible sound card.
from an NDB and to determine when you are
over the NDB position. For the direct route To order risk free call 1-800-621-5377
Western Hemisphere: 303-784-4274 • FAX: 303-784-4153 • www.jeppesen.com
from Paris, Arkansas, to the Wizer NDB, the
Eastern Hemisphere: +49 69 96 12 48 51 • FAX: +49 69 96 12 48 99 • [email protected]
GPS can be used for both navigating and deter-
mining position, but the coordinates for the ®

Wizer NDB must be retrieved from the GPS

airborne database. Additionally, the database
must be current. One of the nice features of
this authorization is that the Wizer NDB could remains for the ADF. It is still required to shoot James E. Terpstra is senior
be out of service and the GPS could still be an NDB approach which has not been corporate vice president, flight
used to fly to the NDB’s location. approved as an overlay approach. Also, this information technology at
authorization is good only for the U.S. Jeppesen. His ratings include
Very important – in order to be authorized to ATP, single and multi-engine,
substitute the GPS for NDBs and DMEs, the airplane and instrument flight
In the next issue, we will look at some of the
GPS avionics must be approved for terminal IFR instructor. His 6,000+ hours
RNAV charts, the high altitude enroute charts,
operations. This new authorization essentially include 3,200 instructing.
and some charts outside the United States.
deletes the requirement for an ADF receiver to be For comments, please Email:
in the airplane. There is one use that still [email protected]
The Chart Clinic – Tenth in a Series
the entry for Centennial. It lists the airport as
“CENTENNIAL/DENVER” to include both the
airport and city name. To the right of the airport
name is the airport elevation of 5,880 feet. The
next line includes Centennial’s coordinates for go would read the distance remaining to the
those systems which can use coordinates but do Westcliffe. Since the bearing and distance from
not have a stored database of airport FQF to Westcliffe is 185° and 106.6 NM, these
coordinates. To the right of the coordinates is values set into the RNAV make it much easier to
the airport identifier. fly the route. Typically when departing an
airport, the departure pattern is not on a
BY JAMES E. TERPSTRA Following the coordinates are two VORTACs or straight line out of the airport. With the
VORDMEs that are within 40 nautical miles of destination set in the RNAV, as soon as you are
SR. CORPORATE VICE PRESIDENT, JEPPESEN the airport with the bearings and distances to out of the pattern, you can set in the bearing
the airport reference point (ARP). At to Westcliffe and that becomes the new

B ack then we thought we were pretty

sophisticated! Not by today’s standards,
but with the technology that was available
then, maybe we were. Back in 1968, just the
idea of not having to fly over navaids on an IFR
Centennial, the two navaids and their bearings
and distances are Falcon (FQF) and Jeffco (BJC).
With the RNAV systems that electronically
move VORTACs, a waypoint can be created at
magnetic course. It’s easier this way!

Determining Magnetic Courses

The magnetic course from Centennial to
Centennial by tuning to FQF’s frequency of
cross country was brand new. Narco first sold 116.3 and setting the bearing to 224.9° and Westcliffe can be determined by a number of
their CLC-60 RNAV computer in 1968 and it was the distance to 12.8 nautical miles and methods. The easiest method, of course, is a
an amazing tool. It worked, but there was a lot activating the RNAV function. Some RNAV computer flight planning software package.
of effort to create an RNAV flight plan. To create systems have the ability to input the VORTAC But, since that is not always convenient when
each waypoint, the bearing and distance had to elevation to automatically compensate for the sitting at the airport or in the airplane, there is a
be computed or plotted so the RNAV system DME’s slant range distance. For those systems Jeppesen plotter included with the RNAV charts
knew where to electronically move a VORTAC. the FQF elevation of 5,789 feet would be that can be used to plot the course. If there is a
entered. GPS receiver in the airplane, the destination
That first RNAV computer used the existing airport would be set in the GPS receiver and the
VOR and DME receivers in the airplane as its Note that Jeffco is listed as the second navaid magnetic course is automatically computed. In
input and then the user entered the radial and but it is not the second closest VORTAC to the VORTAC RNAV systems, the course has to
distance where to move the VORTAC. In the Centennial. The second
first RNAV computer, the system allowed an navaid is selected for the
offset of only 42 nautical miles, but it was a listing at a location that may
computer which could be used to create and provide a better navaid if
fly direct routes without having to fly over any approaching from the west
existing navaid facilities. rather than having both
This concept was so new, the use of RNAV VORTACs located very close
would also create interesting discussions with to each other.
controllers. While en route, there were times
you wanted to go to an intersection via present Since the flight is going to the
position direct and the controller would ask, south, the best navaid to tune
“Can you really do that in that little airplane?” when departing Centennial
Airport is the Falcon VOR
because it is the most southern
Off-Airway Navigation of the navaids that are within
In the previous article, we discussed flying reception range. Before
shorter distances by flying off the airways. departure, you would tune the
There are two series of Jeppesen charts that can VOR frequency to 116.3 MHz
be used to draw direct routes. The Jeppesen and enter 224.9 degrees and
high and low altitude enroute charts are one of 12.8 NM into the RNAV
the ways to make it happen. The easiest is the computer. The magnetic
RNAV enroute series which uses 11 charts to course to set from Centennial is
cover the entire U.S. Most of these charts are 185°. With the RNAV set up
drawn to a scale of 30 nautical miles to the this way, you would fly with a
inch, so it is easy to place adjacent charts next FROM indication when
to each other and have a straight line go across departing Centennial.
more than one chart. The Area Navigation
Enroute Charts were first published in 1968 There is another method for
when Narco introduced their CLC-60 RNAV determining the RNAV
computer to the marketplace. bearing and distance offset
that works better if the RNAV
To look at the charts in a way they would has a distance capability of
typically be used, let’s look at a flight from 199 nautical miles or more.
Centennial Airport just southwest of Denver, Since Westcliffe Airport is not
Colorado to Westcliffe Airport toward the that far away, you could
bottom of the illustration. calculate the bearing and
For most airports on the chart, there is a tabular distance from FQF all the way
listing in front of the chart subscription series to Westcliffe and be able to
that gives detailed information for establishing a depart Centennial with a TO
waypoint at an airport. As an example, look at indication and the distance to
be pre-determined and set in the course
selector before departing the airport to provide
course guidance right after takeoff when the
The Greatest
VOR is within navaid reception range.
Since the Falcon VOR can’t be used for the
Breakthrough
entire flight, you will need to tune to the next
VOR sometime after leaving Centennial. The
Since The
first RNAV waypoint is easy to determine by
looking at the route of flight and the location Sound Barrier
where it crosses the 270° radial of the Black
Forest VOR. There are four cardinal compass
points on the VOR which have radials extended New format.
40 nautical miles from each VOR. The 40 miles
is based on the FAA’s service volume for “L” More value.
class navaids. Even though the VORs can be Jepp Charts are more pilot-friendly than ever.
electronically moved much farther than 40
nautical miles, the reception range still is 40 Our new “Briefing Strip” format makes
NM for “L” class navaids. The service volume of approach charts better top to bottom.
the different classes of navaids is shown in a Innovative multicolor Enroute charts reduce
graphic on the RNAV charts. clutter and make the information you need
On each of the four extended radials of the easier to find. And JeppView gives you
VORTACs, there are small tick marks spaced at CD-ROM chart convenience. Jeppesen
10 nautical mile intervals. By looking at the
continues to innovate and invest in
route of flight, you can see the route crosses
the 270° radial at 19 miles. You can create a charting. You’ll find our charts work
waypoint by tuning to Black Forest on 112.5 harder, smarter and offer more value
MHz, setting the RNAV bearing to 270° and than ever.
the RNAV distance to 19 NM and engaging the
RNAV function. When filing the flight plan, the You have to see it
waypoint description would be written as to believe it.
BRK270019.
For the altitude on this flight, it is easiest to use
the grid MORAs (minimum off-route altitudes)
that are included at one-degree intervals. There
is a number just to the east of Centennial
Airport which contains a large number “12”
and the smaller number “1.” This MORA
indicates the minimum flight altitude of 12,100
feet which will clear all terrain and obstacles by Making Every Mission Possible.
at least 2,000 feet. We will discuss more details
regarding altitudes in the next article. www.jeppesen.com
Western Hemisphere
Long-Distance Flights 1-800-894-9478
One of the most important items on the RNAV 303-784-4274
charts is the graphic portrayal of the special use Eastern Hemisphere
airspace (SUA). One of the biggest problems in +49 69 96 12 48 51
creating a direct route is trying to determine if
the route will go through a prohibited or
restricted area or MOAs. For most direct routes,
the chances of going through special use
airspace are good. The FAA says that all direct
routes should be planned to avoid prohibited or
restricted airspace by at least three nautical
miles. If a bend in a direct route is required to
avoid SUA, the turning point needs to be part of
the flight plan.
For all random RNAV flights, there needs to be James E. Terpstra is senior
turning point. The format for latitude and
a least one waypoint in each ARTCC through corporate vice president, flight
longitude is four numbers for the latitude and
whose area the random route will be flown. information technology at
five numbers for the longitude separated by a
These waypoints must be located within 200
forward slash “/.” As an example, a turning Jeppesen. His ratings include
NM of the preceding center’s boundary. When
point at N39° 28.0’ W104° 54.5’ would be ATP, single and multi-engine,
specifying these waypoints, they can be
stated as 3928/10455 on the flight plan. airplane and instrument flight
communicated in the flight plan using the
instructor. His 6,000+ hours
frequency/bearing/distance format or latitude In the next article, we will look at the high
and longitude. All aircraft flying with latitude altitude charts and some international charts. include 3,200 instructing.
and longitude systems flying above FL 390 For comments, please Email:
must use latitude and longitude to define the [email protected]
The Chart Clinic – Eleventh in a Series
some governments would turn their NDBs off if they OROCA is also only provided in the United States
thought no one was using them at the moment. It by the FAA. The MORAs on Jeppesen charts in the
saved power, and no one would have to stand by United States are the same altitudes as the OROCAs.
the electrical generator to run the NDB.
An interesting irony? The MORAs which were
This meant that even though the NDB was not very created in the late 1940s have now again become
precise, sometimes they weren’t even there. In that very important. Engines and navigation are much
case, even the 10-nautical mile radius wasn’t more reliable, so they are not needed as much as
adequate. So – the grid MORA was created. The they were for emergencies. But, with GPSs and
grid MORAs provided (and still do) an obstacle FMSs, direct routes are flown off airways, and the
BY JAMES E. TERPSTRA
clearance altitude within a latitude and longitude only available minimum altitudes are the MORAs.
SR. CORPORATE VICE PRESIDENT, JEPPESEN grid block, usually of one degree by one degree.

I
magine, for a moment, that you are flying DC-3s
over the bush country of Africa or the jungles of Obstruction Criteria
South America in the 1940s and 1950s. NDBs In order to provide one standard for the whole
were the main radio navigation aid and formed the world, the minimum vertical distance between the
few airways that did exist. And, failures of NDB MORA and the highest obstacle along the route
ground stations in those days were not uncommon. was determined to be either 1,000 feet or 2,000
VORs were starting to appear in the late 50s, but feet, depending on the elevation of the terrain and
they were few and far between. obstacles below. When flying over precipitous
terrain and when flying at higher altitudes, the
When the airway structures were being put together amount of error between indicated altitude and
in early aviation, many governments simply provided true altitude increases. As a result, 1,000 feet of
the NDBs and connected them with only an airway obstacle clearance was provided for the lower
name – and that’s it. Airway A-1 (amber 1) would altitudes. For all terrain and obstacles greater
be published with the airway designator and than 5,000 feet, it was decided to create an
sometimes a minimum reception altitude, but rarely obstacle clearance of 2,000 feet.
would an altitude be provided for just obstacle
clearance. This would mean that a minimum On Jeppesen charts, all MORA altitudes which are
altitude would be provided for normal operations, 6,000 feet or lower have an obstacle clearance of
but with an engine failure, there was no minimum 1,000 feet. If the MORA altitudes are 7,000 feet
altitude which provided obstacle clearance. When or greater, the obstacle clearance is 2,000 feet.
talking to pilots who flew in that era, they will almost Meanwhile, the FAA was also creating minimum
always tell you about the numerous engine failures altitudes that took into consideration the effects of
they had during their careers. precipitous terrain. The FAA created designated
Pilots in those days started to ask Jeppesen to mountainous terrain which included a large
provide minimum obstacle clearance altitudes portion of the western United States and some
because of all the engine failures. Airlines needed areas in the east. When the FAA creates minimum
them for drift down information. But governments altitudes, they also use 2,000 feet of obstacle
clearance, but the 2,000 feet only applies in The grid MORAs are found on all the enroute and
weren’t prepared to provide the information – and area charts. (This is not done in some areas where
most countries still don’t provide minimum obstacle designated mountainous terrain. There are some
cases where the FAA provides obstacle clearance as incomplete surveys of the terrain are provided by a
clearance altitudes even today. government.) In the illustration above, northwest of
low as 1,600 feet in the designated mountainous
terrain area. The 1,600-foot value can be used the Ohura VOR in New Zealand, the value of 30
MORAs when there are very good local altimetry sources indicates that the MORA in the latitude/longitude
The answer? We created MORAs – minimum off grid bounded by S38° to S39° and E174° to E175°
and when the local terrain is not very precipitous.
route altitudes. There are two types of MORAs – is 3,000 feet above sea level. The large numbers
one is called a route MORA and the other is the In 1995, the FAA and the military liked the concept indicate the altitude in thousands of feet and the
grid MORA. Because of the imprecise navigation of the MORA and decided to create a similar small number is the altitude in hundreds of feet.
provided by NDBs and the ADFs used in the concept. One of the difficulties with the MORA is
airplanes, the early route MORAs provided an that it provides only obstacle clearance. MEAs in the In the illustration at the top of next column, east of the
obstacle clearance within 10 nautical miles on both United States provide not only obstacle clearance, Chosi (Japan) VOR, the oceanic route OTR 11 has an
sides of the airways and within a 10-nautical mile but they also provide a minimum altitude for recep- altitude designated as 1700a. The letter “a” to the
radius around the ends of the airways. The 10- tion of both navigation aids and communication, right of the altitude value indicates that this is a route
nautical mile criteria is with us today. To create the and they also are within controlled airspace. MORA. There are not as many route MORAs as there
route MORAs today, the enroute chart compilers at were in the past because governments are specifying
Because the FAA and the military wanted the
Jeppesen analyze the visual aeronautical charts for more minimum route altitudes than before.
minimum altitudes to imply only obstacle clearance,
each respective location around the world to
they created a new minimum altitude called the Off
determine the ground elevations below the airways
to produce the route MORA for each airway
Route Obstacle Clearance Altitude (OROCA) which Minimum Enroute Altitudes
meets the same criteria as Jeppesen’s MORAs. One As an interesting note, the International Civil Aviation
segment.
exception is that the OROCA provided by the FAA Organization (ICAO) does not have MEA as an
Not only did engines fail, but the NDBs and ADFs now includes 2,000 feet of obstacle clearance altitude official abbreviation. The MEA’s are used only by the
did also. But even more peculiar was the fact that only in designated mountainous terrain areas. The United States, Canada, and a few other countries.
The Greatest
Breakthrough
Since The
Sound Barrier
New format.
More value.
In the United States, both the minimum enroute Jepp Charts are more pilot-friendly than ever.
altitude (MEA) and the minimum obstruction Our new “Briefing Strip” format makes
clearance altitude (MOCA) are provided by official approach charts better top to bottom.
FAA sources. These altitudes are not provided by all Innovative multicolor Enroute charts reduce
governments, however. In the illustration at left, clutter and make the information you need
north of the Ohura VOR, the ATS (Air Traffic Service)
easier to find. And JeppView gives you
route shows 3800T. The New Zealand government
CD-ROM chart convenience. Jeppesen
supplies a minimum obstacle clearance altitude, but
not an MEA. The MOCA is 3,800 feet. There is no continues to innovate and invest in
MEA on this route, but there is a minimum charting. You’ll find our charts work
reception altitude (MRA) indicated by the MRA 5000 harder, smarter and offer more value
in parentheses. Northwest of the Ohura VOR are than ever.
numbers 2000 followed by the letter T. These are
associated with DME rings of 15, 20 and 25 nautical You have to see it
miles from NP. When these are depicted, this to believe it.
means the minimum obstacle clearance altitude
inside these rings is 2,000 feet. These are used
frequently in Australia and New Zealand as a way of
indicating the minimum altitude when arriving at an
airport and not flying on the airways.
Note that the airway north of Ohura is simply
labeled ATS which means it is an air traffic service
Making Every Mission Possible.
route. It does not have a unique airway identifier!
This means it has no way of getting into the
www.jeppesen.com
airborne databases since it can’t be uniquely
Western Hemisphere
identified.
1-800-894-9478
In many countries, the minimum altitudes to be 303-784-4274
flown on airways are not really altitudes – instead Eastern Hemisphere
they are flight levels. In the third illustration, shown +49 69 96 12 48 51
below, the minimum altitude for B 553 is 5,000 feet
on the northwest end of the airway and the
minimum is flight level 80 on the southeast end of
the airway. When the minimum is FL80, this means
the altimeter will read 8,000 (feet) with the
altimeter set to 29.92” or 1032.5 hectoPascals. The
philosophy changes when you change from the
Columbia to Venezuela when flying in South
America. Most airways in Europe also have
minimum flight levels instead of minimum altitudes.
James E. Terpstra is senior
We have many areas that need corporate vice president, flight
worldwide standardization. Minimum information technology at
altitudes for airways is one of them. Jeppesen. His ratings include
ATP, single and multi-engine,
In the next article we will conclude airplane and instrument flight
the discussion of enroute charts. instructor. His 6,000+ hours
include 3,200 instructing.
For comments, please Email:
[email protected]
The Chart Clinic – Twelfth in a Series

BY JAMES E. TERPSTRA
SR. CORPORATE VICE PRESIDENT, JEPPESEN

A s you fly over the the third world country below

you, visualize the conditions for the local resi-
dents. The roads have potholes large enough to
swallow your car, the telephones usually don’t work, the
electricity is sporadic, finding clean water is virtually
impossible, and the local hospital has no medicine. And
- the local aviation authorities are competing for the the world. Note the airways near the Alexander Bay, monitor 126.9 MHZ which contributes to the “party line”
same funds to build the aviation infrastructure. The Civil Keetmanshoop, and Upington VORs. The Whiskey 97D (W of awareness for all aircraft. The amount of traffic in South
Aviation Authorities need funds to install VORs, NDBs, 97D) airway on the 322 radial from the Upington VOR Africa is increasing and the frequency is starting to become
and ILSs. They also need funds to employ airspace spe- begins in controlled airspace which is depicted by an area so congested that IATA is working on developing a second
cialists to create and maintain the airway system, as well that is completely white. After passing the Aplan intersec- frequency. As the note on the chart states, more informa-
as the instrument approach procedures. tion, the airspace around the airway is depicted in gray. On tion on the IATA procedure is found in the Enroute pages
each side of the airway, a thin white line parallels the air- A-31 and A-32.
These conditions are not imaginary. They are being
reported by the International Air Transport Association way to the Keetmanshoop VOR. The white lines on both
(IATA). IATA talks about times when you file a flight plan sides indicate that W 97D is an advisory route only and no
and the coordination is so inefficient that you may arrive traffic separation is provided. Air traffic control provides
at your destination before your flight plan does. advisories of other known IFR traffic along an advisory
These conditions help to explain the large amount of a route. The letter “D” used as a suffix for the airway identi-
gray color that represents non-controlled airspace on some fier indicates there is advisory service only on the airway.
enroute charts. Over Africa, as an example, 80% of the air- Northwest of the Upington VOR, an airway (W 89F) pro-
space is not controlled. Radar coverage, where it exists, is ceeds north on the 348 radial. After passing the Darta inter-
mostly limited to the terminal areas around major cities. section, the airway is surrounded by a gray color that indi-
cates no air traffic control. Even though these airways are
Worldwide Symbology used in the high altitude structure, they are not in con-
After flying IFR and VFR in the United States for many
years, most of us are very familiar with domestic chart
trolled airspace, and the ground infrastructure does not
support air traffic control. On this airway, there is no sepa-
High and “Both” Altitude Airways
symbols and terminology. With the increase in the range ration from other IFR traffic by ATC. The letter “F” used as Many of the airways throughout the world are not des-
of jets, the easing of world political situations, and the the airway identifier suffix indicates the availability of flight ignated as low altitude or high altitude airways, and can
tremendous increase in companies doing business over- information, but not air traffic control separation. be considered as “both” altitude airways even they are
seas, international flying is becoming more common for not officially designated that way. The airways in the first
Because of the lack of air traffic control over Africa, IATA illustration are Whiskey (W) airways, do not have a des-
pilots. This article concludes the series on enroute charts has established “In-Flight Broadcast Procedures” (IFBP).
with a look at some differences on Jeppesen charts print- ignation of either high or low, and can be used in either
This note is included on the enroute charts in many loca-
ed for use in areas other than the United States. of the altitude structures. The ATS route with no identifi-
tions with an explanation of the procedures. Even in
cases where air traffic services are provided, they are fre- er can also be used in both high and low altitudes.
As mentioned in previous articles, the symbols and
abbreviations on the charts in the United States lean quently on HF and the quality of the radio signals is very In most locations in the world, the designation of high
difficult. So, the IATA procedures are in effect even when altitude airways is created by using the letter “U” as a
toward using international symbols. The charts were
in an ATC environment in Africa. prefix to a letter which is pronounced with the phonetic
designed in this manner so you that can fly worldwide
without experiencing major chart-reading difficulties The IATA procedure is essentially a transmission “in the alphabet. The airway between the Tshikapa and Kananga
after you leave the U.S. borders. blind” for all other traffic in the area. All aircraft in the area NDBs is labeled UG 450 and is referred to in ATC com-
Chart coverage spans the entire world—except for
Antarctica. Chart service is available even for such places
as Togo, Gambia, Russia and the Peoples Republic of
China. The chart symbols are the same, whether you are
flying near Chicago, Mazar-l-Sharif, Abidjan, Bamako,
Tiruchchirappalli, or Kuala Lumpur.
For the beginning of the foreign chart discussion, refer to
the first illustration, which is an excerpt of the African high
altitude chart that is north of Cape Town, South Africa.

Airway Controlled Airspace

In North America and Europe all airways are surrounded by
controlled airspace, which means that IFR traffic separation
is provided by ATC. This is not true, however, in all parts of
munications as Upper Whiskey 450. Proceeding east
from Kananga, the airway is Upper Hotel 4. The Greatest
Low Frequency Airways Breakthrough
The navigational facilities that are used to form part of an
airway structure are enclosed within a shadow box. The
Kananga NDB, therefore, has a shadow box enclosing its
Since The
frequency of 380 kHz, the three-letter identifier KNG,
and the Morse code identifier. Sound Barrier
When an airway is formed by an NDB, the magnetic
bearing from the NDB station is provided adjacent to the
NDB similar to a VOR airway. When an airway is formed
New format.
by an NDB, the course is a magnetic bearing from an
NDB instead of a radial. The UH 4 airway east of Kananga
More value.
NDB is formed by the 104-degree bearing from Leon Jepp Charts are more pilot-friendly than ever.
and proceeds to the Mbuji-Mayi VOR via the 284 radial
from Mbuji-Mayi. Our new “Briefing Strip” format makes
approach charts better top to bottom.
By looking at the Sexer intersection (west of Kananga
NDB) you can see that the latitude and longitude values Innovative multicolor Enroute charts reduce
have been included on the chart. All intersections and clutter and make the information you need
navaid facilities which are used as part of the high alti- easier to find. And JeppView gives you
tude route structure have the latitude and longitude CD-ROM chart convenience. Jeppesen
included. These were originally included for aircraft
continues to innovate and invest in
equipped with INS systems, but are now a good way to
cross check between the coordinates on the chart and in charting. You’ll find our charts work
the FMS or GPS databases to ensure you are going to the harder, smarter and offer more value
place you think you are. than ever.
On some high altitude enroute charts, airports are
depicted with their International Civil Aviation You have to see it
Organization (ICAO) identifier. The ICAO identifier for to believe it.
the Kananga airport is FZUA. The first two letters, FZ, are
the two letters for the ICAO identifier for the country of
DR of Congo. For countries that have two letters for their
ICAO identifier, all airports in the country will begin with
those two letters. This is why it is virtually impossible for
the IATA and the ICAO identifiers for airports to be simi-
lar in most countries.
In the first illustration, there is a restricted area north of
the Upington VOR designated as FA(R)-23. In most coun- Making Every Mission Possible.
tries, the (ICAO) identifier is included with each restrict-
ed area. In this case, the letters “FA” represent the two- www.jeppesen.com
letter ICAO identifier for South Africa. Following the Western Hemisphere
ICAO identifier is the letter “R” indicating restricted area, 1-800-894-9478
and the restricted area’s number designation. 303-784-4274
West of the Upington VOR is a straight line with small Eastern Hemisphere
ticks on alternating sides. This is the designation of the +49 69 96 12 48 51
boundaries between Flight Information Regions (FIR). On
the northeast side, the Bloemfontein FIR (FABL) is the air
traffic control, to the extent to which it exists. On the
southwest side, the Cape Town FIR (FACT) Flight
Information Region provides advisory service for traffic.

Airport Controlled Airspace

Many types of controlled airspace surrounding airports
in the United States have a direct parallel to the airspace
surrounding airports outside the U.S. This makes flying in
many countries easier.
ly established at the confluence of ATS routes in the James E. Terpstra is senior
Control zones outside the U.S. are indicated by the let- corporate vice president, flight
ters “CTR.” There are many countries throughout the vicinity of one or more major aerodromes. The letter “A”
in parentheses indicates this airspace as class A airspace. information technology at
world that have not yet converted to the ICAO standard
Since the airspace surrounding the Kananga and Mbuji- Jeppesen. His ratings include
for airspace designations such as class A, B, C, etc.
Mayi airports is controlled airspace, the area around the ATP, single and multi-engine,
Note that Sexer intersection is a compulsory reporting airports is depicted as white which is the international airplane and instrument flight
point which is indicated by the solid, filled-in intersection designation of controlled airspace. instructor. His 6,000+ hours
symbol. The Sexer intersection is on the TMA boundary include 3,200 instructing.
for the Kasai TMA (terminal control area). The ICAO def- This concludes the series on enroute charts. Next month For comments, please Email:
inition for terminal control area is a control area normal- will begin a discussion of terminal charts. [email protected]
The Chart Clinic – Thirteenth in a Series
Approach Chart Sequence
To help find the proper approach chart in
your Airway Manual, Jeppesen has designed a
chart filing system. The filing system helps in
two ways. First of all, it helps when trying to
find an approach chart while airborne.
Secondly, when filing revisions, you should
be able to tell exactly where each approach
chart is to be placed.
BY JAMES E. TERPSTRA As an additional aid, the approach chart city
SR. CORPORATE VICE PRESIDENT, JEPPESEN name, state, and airport name are printed on
the approach chart using the same wording

W hen the weather is as clear as a bell, as is found on the enroute chart. The names
finding a runway is easy, even with of the states for each airport are included on
relatively little piloting experience. the enroute charts making it easier to deter-
Just pull out the sectional chart, find a few mine which state tab to look under to find
landmarks near the airport and “drive” on the approach chart.
home. But, place a cloud “mask” completely
around the airplane and obscure the ground, Alphabetically by State The first number “1” in the index number
“11-1” at Denver is used for Denver
the sky, and all landmarks, then it takes Within each Airway Manual, the approach
charts are arranged alphabetically by the International Airport, the principal airport. All
experience, certificates, ratings, properly
state name. State tabs are included prior to approach charts for Denver International
equipped airplanes, ATC, clearances, and
the first airports for each state. A complete have an index number beginning with the
magic sheets of paper called approach charts.
USA coverage containing enroute, area, number “1.”
Through the maze of printing, important departure, STAR, and approach charts would Jeffco Airport is listed as the second airport
numbers penetrate to display the frequen- include eight two-inch leather or plastic under Denver and has an index number of
cies, courses, distances and altitudes. The binders. The various regional coverages con- “21-1.” Buckley Air National Guard Base is
approach chart is the graphic presentation of tain fewer states, but each manual is still the third airport listed under Denver and uses
these numbers which experienced pilots use arranged alphabetically by state. Jeppesen the index number “31-1.” (The name
to find the destination runway — with preci- charts supplied to airline pilots are sequenced Buckley is above Aurora, a suburb of Denver,
sion and — legally. alphabetically by the city name and not by since this is an approach chart supplied only
the state name.
Approach Charts vs. to subscribers of the military approach chart
series.) Centennial Airport is the fourth
Approach Procedures Alphabetically by City airport that is listed under Denver and has
Instrument approach procedures are Within each state, the approach charts are the index number “41-1.”
designed by government authorities. After sequenced alphabetically by the city name.
each approach procedure is issued by the Sometimes, however, it may be difficult to The first number is arbitrarily chosen and
FAA, the official FAA Form 8260 in narrative find a city name, since the airport may be doesn’t necessarily indicate a descending
format is distributed to charting agencies, listed under another city. For example, to find order of airport capability. The second num-
such as NOS (National Ocean Service), the approach chart for Hartford, Connecticut ber within the index oval is also used for sort-
Jeppesen, and others. you must look under Windsor Locks. Doesn’t ing, but the number has a bit more signifi-
make sense? Jeppesen lists the associated city cance from a pilot perspective. The approach
Since approach charts are graphic representa- name according to the FAA documents used with the greatest precision and the lowest
tions of approach procedures, the charts carry to make approach charts. You say that still minimums usually has a lower index number
a “heavy weight” – they are portrayals of doesn’t help you find the airport? There are than the approaches with higher minimums.
Federal Aviation Regulations. Each approach two things which help. By referring to the As an example, at Denver International
you “shoot” is in compliance with FAR Part 97 enroute chart, you can see the exact way the Airport the second digit “1” in the “11-1”
(plus numerous other FARs.) Approach proce- airport is listed in the approach charts. The index number is used for ILS approaches. By
dures go through most of the same rule- other solution is to contact the airport using this system, the “best” approaches are
making steps that other FARs do. After a pro- sponsor or operator and have them officially found at the beginning of each airport listing.
cedure is designed by FAA Aviation Standards change the associated city through their As you flip the pages for each airport, you will
(AVN), the approach is eventually listed with normal FAA channels. notice the minimums usually go higher. The
other FARs in the Federal Register. It now following numbers represent the type of
becomes law–altitudes, courses, distances, Index Numbers approaches that will be found according to
everything. To fly legally, you must comply Frequently, there are many airports listed under the second digit of the index number:
with the numbers on each approach chart. one city name. In order to keep the sorting
0 — Area, SID (DP), STAR, Taxiway
system straight in your Airway Manual,
In the United States, the approach proce- Facilities, Class B Airspace, etc.
Jeppesen uses an index number which is at the
dures are designed in accordance with the 1 — ILS, MLS, LOC, LDA, SDF
top of every approach chart. This index num-
FAA’s TERPs (United States Standard for 2 — Reserved
ber is usually a three- or four-digit number
Terminal Instrument Procedures.) In most 3 — VOR
enclosed in an oval at the top of each chart.
other countries around the world, approach 4 — TACAN
This index number helps to sort airports within
procedures are designed in accordance with 5 — Reserved (Formerly Low
city names and it also helps to sort the
the ICAO PansOps guidelines, so there are Frequency Range)
approaches in proper sequence at each airport.
subtle differences. But in each case, the 6 — NDB (ADF)
approach procedures are still designed by the As an example, refer to the following illustra- 7 — DF
government authorities. In a later article, we tion which shows the approach charts for 8 — GPS, PAR, ASR, SRA, SRE
will discuss the segments according to the Denver, Colorado. The first digit is used to 9 — VOR DME RNAV, Vicinity Charts, Visual
TERPs specifications. sequence airports under a single city name. Arrival, Visual Departure
In the illustration below, the second digit of
the first chart is a “1” for ILS Rwy 7, the The Greatest
second digit of the second chart is a “3” for
the Jeffco VOR DME Rwy 29L/R approach. The
second digit of the third chart is a “6” for the
Breakthrough
Centennial NDB or GPS Rwy 35R approach.
The second digit on the fourth chart is an “8” Since The
for the Front Range GPS Rwy 35 approach.
The second digit on the Jeffco chart is a “9”
for the VOR DME RNAV Rwy 29R approach.
Sound Barrier
New format.
More value.
Jepp Charts are more pilot-friendly than ever.
Our new “Briefing Strip” format makes
approach charts better top to bottom.
Innovative multicolor Enroute charts reduce
clutter and make the information you need
easier to find. And JeppView gives you
CD-ROM chart convenience. Jeppesen
continues to innovate and invest in
charting. You’ll find our charts work
harder, smarter and offer more value
than ever.

You have to see it

to believe it.

The number “0,” when used as the second

digit, applies to non-approach charts included
with each city. The Denver Area Chart uses a
second digit “0” followed by “-1.” The third
digit in the “10” series indicates the type of
chart. The “-1” is used for area charts, the Making Every Mission Possible.
“-1A” is used for Class B Airspace charts, the
“-2” is used for STAR charts and the “-3” is www.jeppesen.com
used for DP or SID charts. Western Hemisphere
1-800-894-9478
The Last Digit 303-784-4274
When more than one of the same type of Eastern Hemisphere
approach is found at an airport, the first two +49 61 02 50 70
numbers of the index are the same. To
provide proper sequencing of the charts, the
third digit becomes significant. As an
example, the first chart for Denver
International is “11-1” for the ILS Rwy 7
approach. The index “11-2” is for the ILS
Rwy 8 approach and the index “11-3” is for
the ILS Rwy 16 approach. Within a type of
procedure, such as the ILS, the approach
charts are being changed to be sequenced
by runway number so it is easier to find a
The next article in this series on Jeppesen James E. Terpstra is senior
specific approach at a larger airport.
charts will discuss the heading and border corporate vice president, flight
At larger airports, the airport diagram has an data on the top of the approach charts and information technology at
index number of 10-9 so it can be sequenced the border information on the bottom of the Jeppesen. His ratings include
in front of the approach charts. At most charts. Additionally, we will begin looking at ATP, single and multi-engine,
smaller airports, Jeppesen publishes a large- the planview. airplane and instrument flight
scale airport diagram on the reverse side of instructor. His 6,000+ hours
the first approach chart for the airport. include 3,200 instructing.
When the airport diagram is printed on the For comments, please Email:
back of the first approach chart, the index [email protected]
number is the same as the front side of the
approach chart.
The Chart Clinic – Fourteenth in a Series

BY JAMES E. TERPSTRA
SR. CORPORATE VICE PRESIDENT, JEPPESEN

S kybird 1227K: Midtown Tower,

Skybird 1227K, 20 miles west, request
advisories, landing.
Tower: Skybird 27K, active runway 27, wind
280 degrees at 15 knots, altimeter 30.12,
minimums (if they are available). For example,
since this approach is labeled ILS Rwy 17L,
straight-in minimums could not be used for
landing on Runway 17R. If a procedure were
components or visual aids are not available or
are not used, higher minimums usually apply.
Most countries follow the ICAO standards
which state that the types of navaid(s) on
titled VOR Rwy 35L/R, straight-in landing min- which the instrument approach procedure is
enter and report left downwind. imums would be authorized on both of the
Skybird 27K: Midtown Tower, Skybird 27K established shall be part of the identification.
parallel runways identified by title. In some As a result, titles such as VOR NDB ILS DME
is over the smokestack west of town, wind cases, a side-step runway is authorized with
appears to be from the east, request straight- Rwy 15 might be a procedure identification
straight-in landing minimums, but they are used by a country to indicate all the types of
in landing Runway 9. usually higher than for the runway in the
Tower: 27K, if you’re landing at the smoke- navaids that might be used on the approach,
approach procedure title. depending on the transition and the missed
stack, land east; if you’re landing at Midtown,
plan Runway 27. When the approach procedure does not autho- approach. The approach procedure identifi-
rize straight-in landing minimums, a hyphen cations are from the applicable authoritative
We all have similar stories to relate which and a letter will follow the type of approach. source in each country, so they can vary from
we’ve heard via communications. Some of According to the TERPs procedure design crite- country to another. In general, the title is a
them have happened to us. Communications ria, straight-in landing minimums are not avail- common reference to be used by both the
are our heart beat. Most of us feel, “Give me able when the final approach segment is more controller and pilot to ensure both are “play-
a mike and I can handle almost anything. But than 30 degrees from the runway alignment, ing” off the same page.
take that mike away, and my command capa- the final approach is too steep, or the final
bility disappears.” After the communications boxes, the primary
approach doesn’t come close enough to the facility upon which the approach is predicated
Some of the most important information for us runway threshold (or extended centerline). is included with its identifier and frequency.
is the communications frequencies — and they Other navaids necessary for the approach are
The procedure identification includes the type
are at the top of every Jeppesen approach found in the plan view. The final approach
of radio equipment to be used to fly the
chart. These frequencies are placed in the order course is included as part of the briefing as well
approach. In the US, Canada, and other coun-
they are used when arriving at the airport. as the FAF and the lowest landing minimum.
tries which use the TERPs procedure design cri-
Heading Data - Briefing Strip TM teria, the procedure identification includes the
type of navigation aids which provide final
On ILS approach charts, the altitude of the
glide slope at the LOM (or its substitute) is
The Briefing StripTM format is designed to be a included as a means of cross checking the
approach guidance. If the approach is labeled
checklist of some of the most important items altimeter when passing the fix. On non-preci-
when first studying an approach chart. It has VORTAC, VOR DME, ILS DME or LOC DME,
DME must be used in addition to azimuth sion approaches, the minimum altitude at the
items in addition to the communications data FAF is shown.
such as the primary navaid for the approach, guidance. If DME is stated only in the plan and
the final approach course, field elevation and profile views, then its use is optional; however, By definition, the field elevation is the eleva-
procedure identification. The approach proce- the minimums may be adversely affected in tion of the highest usable landing surface on
dure identification is shown under the city such a case. The method used by the TERPs the airport. That elevation is included toward
name. If the approach has straight-in landing procedure designers to identify instrument the right of the Briefing StripTM (plus next to
minimums, the straight-in runway will be approach procedures is very consistent. the runway in the profile). The touchdown
included following the approach type. zone elevation (TDZE) is included with the
For ILS approaches, the localizer, glide slope, airport elevation.
The first illustration for Denver, Colorado shows outer marker (or authorized substitute), plus
this is the ILS approach to runway 17L. Any stated visual aids must be used to get the low- Minimum Sector Altitudes
other runway would require the use of circling est minimums. On ILS approaches, if some Most important — the minimum sector alti-
tudes (MSA) listed in the heading data of
Jeppesen approach charts are included for
emergency use only in the United States
and most countries. An MSA provides at least
1,000 feet of obstruction clearance within a
25-nautical mile radius of the fix designated
below the MSA circle. The 1000-foot clear-
ance applies in both mountainous and non-
mountainous areas.
The center of the MSA is normally the locator
on ILS or localizer approaches, the VOR on VOR
or VOR/DME approaches, and the NDB on
NDB approaches. On GPS approaches, the
MSA is typically centered on the landing run-
way threshold. MSAs are usually not provided
on back course or radar approaches. The Greatest
MSA sectors are designated between two
magnetic bearings to the facility upon which
the MSA is based. There are two reasons why
Breakthrough
the MSAs should not be used as normal
flight altitudes:
Since The
1. In mountain terrain areas, FAR 91.177
states that an altitude of 2,000 feet must be Sound Barrier
maintained above the highest obstacle...(for
direct routes).
2. Since MSAs are not flight altitudes, the FAA
New format.
does not monitor new obstructions as critically
as those which underlie flight paths.
More value.
Jepp Charts are more pilot-friendly than ever.
Communications Our new “Briefing Strip” format makes
Each Jeppesen approach chart includes most approach charts better top to bottom.
IFR communication frequencies for arrivals at
Innovative multicolor Enroute charts reduce
each airport at the top of the approach chart.
Refer to the Denver, Colorado ILS Rwy 17L clutter and make the information you need
approach chart for a discussion of frequencies easier to find. And JeppView gives you
to be utilized at the international airport. CD-ROM chart convenience. Jeppesen
The first communications box includes the ATIS continues to innovate and invest in
frequency used for arriving at the airport. If the charting. You’ll find our charts work
term “arrival” is included, it means there is a dif-
harder, smarter and offer more value
ferent ATIS frequency for departures and will be
included on the airport diagram chart. At Denver, than ever.
the letter “D” precedes ATIS since the ATIS is
transmitted digitally as well as by the conven- You have to see it
tional analog voice. For cockpits so equipped, the to believe it.
ATIS digital signal is received and then displayed
in text form on one of the panel displays.
When the local weather is available from an
automated system such as ASOS (Automated
Surface Observation System), it is shown with
the frequency. The information is often trans-
mitted on a discrete VHF frequency, but will
sometimes be transmitted on the voice portion
of a local navaid. Making Every Mission Possible.

Approach Control www.jeppesen.com

When an airport is served by an approach con- Western Hemisphere
trol, the frequencies will be included after the 1-800-894-9478
ATIS box. A letter “R” in parentheses in the 303-784-4274
approach control box indicates the availability Eastern Hemisphere
of radar. It is interesting to note that where the +49 6102 5070
(R) doesn’t appear, that doesn’t mean that
radar is not available, it just means that the
local radar facility has not announced they will
provide radar when requested.
At Denver, the approach control is divided into
two different areas. When arriving from the
north, 119.3 MHz is the approach control fre-
quency, and when arriving from the south, the
frequency is 120.35 MHZ. Sometimes, the dif-
ferent areas are defined by specific degrees such
270° clockwise to 090°. The center point for the
sectorization is not always known; neither can James E. Terpstra is senior
and need to contact and approach control corporate vice president, flight
you tell from the information given whether the
facility and you do not know the sector fre- information technology at
sector bearings are magnetic or true.
quency, the approach control facility has Jeppesen. His ratings include
In the early 1980s, the FAA initiated a concept agreed to respond to “pop ups” on the initial ATP, single and multi-engine,
called the “initial contact frequency.” Each contact frequency. Approach will then assign
tower, approach, departure, and ground con- airplane and instrument flight
the appropriate frequency to you.
trol facility is supposed to designate a single fre- instructor. His 6,000+ hours
quency for “initial contact.” In some cases, you Next Month: In the next article in this series, include 3,200 instructing.
will see only one approach control frequency we will continue with the heading information For comments, please Email:
when you know there are more. This is because and then begin analyzing the content of the [email protected]
of the “initial contact” concept. If you are VFR approach chart plan view.
The Chart Clinic – Fifteenth in a Series
purpose of carrying out airport advisory frequency on an IFR approach chart. The
practices while operating to or from an official call sign for the UNICOM is Chan
uncontrolled airport. The CTAF may be a Gurney Municipal UNICOM, but you
UNICOM, Multicom, FSS, or tower fre- probably will not hear all those words spoken
quency. UNICOM is included on the by local pilots when calling UNICOM.
approach chart only when it is the CTAF.
When an airport has no control tower, the
Altimeter Settings
In the design of instrument approach proce-
flight service station and its frequencies will be dures and the applicable minimums, the FAA
placed in the communications area. When bases their specifications on an altimeter
neither a tower nor an FSS is at the airport, setting from the local airport. With these
BY JAMES E. TERPSTRA other available frequencies such as UNICOM criteria, it is very important to have a local
SR. CORPORATE VICE PRESIDENT, JEPPESEN or Multicom may be listed. Refer to the ILS altimeter setting. There are many methods
Rwy 12 approach at Huron, South Dakota, used on the approach charts to indicate the

T here are times when you especially which has an FSS on the airport and can be altimeter source, depending on the type used.
recognize the importance of communi- contacted by calling “Huron Radio.” The
cations. During the Oshkosh EAA Huron Flight Service Station provides local In addition to the ATIS, ASOS and AWOS-3
Convention, departing IFR is efficient - but airport advisories at Huron which is indicated are shown when available. At Huron, the
not according to conventional rules. During by the letters “LAA” included within the paren- ASOS (Automated Service Observation
the busiest times, IFR clearances have been theses. Even though Huron Radio has other System) is available on 118.12 MHz. At
received by telephone on the ground, then frequencies, the frequency of 123.6 MHz is the Myrtle Beach, the altimeter is available on
the clearances to taxi and takeoff are done by CTAF, so 123.6 should be used when operat- both the ATIS on 123.92, and the AWOS-3
listening only and by watching FAA ing at the Huron airport. A call for airport (Automated Weather Observing System) on
controllers with large colored paddles on advisories would be to Huron Radio. 124.5 MHz.
the ramp and near the runway end. After
departing, the tower will then give the Ground Control Since an altimeter setting is necessary for fly-
ing the approach, the remote altimeter
clearance to contact departure control. This The ground control frequency (most of which
are in the 121.6 to 121.9 MHz bandwidth) is source is specified when the local altimeter
is the first time the microphone is needed. setting is not available. The remote altimeter
listed in the far right box labeled “ground.” If
After takeoff, imagine reaching down for the there are different ground control frequen- is included in the notes box on the new
mike and finding it missing. This is one of cies for different parts of the airport, they will Briefing StripTM charts and in the heading box
the many true stories about Oshkosh and be listed in the ground control box with the on the earlier charts.
actually happened in IFR conditions. That’s area where they are to be used.
when you realize how important it is to talk Since clearance delivery is a depar-
to ATC. ture frequency, it will be shown only
on the airport chart when it is avail-
In the last article in the series, we began our able at an airport.
discussions on the approach chart heading
which includes the communications available
at the airport. In this issue, we continue
ARTC Center as
discussing communications. Approach Control
When the services normally provided
Tower by approach and departure controls
After the ATIS and approach, the next are provided by a center, the center
frequencies are included in the tower box information will be included in the
and include tower, UNICOM, and sometimes approach box. At locations such as
flight service station frequencies. At major Huron, South Dakota, an approach
airports such as Denver International, there control is not available at the airport
are numerous tower frequencies, but only the or nearby. In these cases, the air
one that is applicable for the straight-in route traffic control center in the
landing runway for the approach is shown. area usually provides the functions
The other tower frequencies are included on normally given by approach control.
the other approach charts. At Huron, Minneapolis Center pro-
vides the approach con-
trol service on 126.25 MHz.
At Denver Jeffco Airport, the chart indicates
In other locations such as Myrtle that when the tower in inoperative, you
Beach, South Carolina, the should use the Denver International altimeter
approach control is not a 24- setting. The altimeter setting will be provid-
hour facility, so the Jacksonville ed by Denver Approach Control. At Yankton,
Center provides the approach South Dakota, if the local altimeter setting is
control services on 128.7 MHz. not received, you should then use the altime-
At both the Myrtle Beach and ter setting from Sioux Falls. At Yankton, the
Yankton airports, the Center has Sioux Falls altimeter setting would be given
When communications are only available radar capability, but the radar is not usable by the Minneapolis Center.
part time, an asterisk is placed just before the down to the FAF crossing altitude. You should
communication function. At Jeffco, the ATIS, not expect vectoring service or other radar When the altimeter setting is obtained from a
Tower, and Ground Control do not operate services. So the (R) is not included with the source more than 5 NM from the airport ref-
24 hours a day. An asterisk is placed just to Center name. erence point (ARP) for an airport, the
the left of the tower name to indicate its part- required obstacle clearance (ROC) is
time status - because the tower is not full UNICOM increased for the final (except precision final),
time, the letters “CTAF” are included to indi- At Yankton, South Dakota, the CTAF fre- step-down, circling, and intermediate seg-
cate the Common Traffic Advisory Frequency. quency is 122.8 MHz. This is an unusual case ments. The landing minimums are also
The CTAF is the frequency designed for the where Jeppesen provides the UNICOM adversely affected.
As a bit of interesting trivia, a remote altime-
ter setting source is not authorized for a
remote distance greater than 75 NM, or for
The Greatest
an elevation differential between the remote
altimeter source and the landing area that is
Breakthrough
greater than 6,000 feet. You can see the
importance of local altimeter settings and the
ability to know how to obtain remote altime-
Since The
ter settings when a local one is not available.
Sound Barrier
Legend Pages
The approach chart legend pages have no
more recreational reading value than the New format.
enroute legend pages, but they are there.
They are also some of the most important More value.
recommended reading you can do. The
details of the symbols and their meanings are Jepp Charts are more pilot-friendly than ever.
included with some explanatory comments Our new “Briefing Strip” format makes
when appropriate. approach charts better top to bottom.
Remember when reading the legend that it is Innovative multicolor Enroute charts reduce
written to satisfy international requirements, clutter and make the information you need
not just those for the United States. Most easier to find. And JeppView gives you
countries have not adopted the U.S. TERPs
CD-ROM chart convenience. Jeppesen
(United States Standard for Terminal
Instrument Procedures), so the definitions of continues to innovate and invest in
various approach segments may not be what charting. You’ll find our charts work
you learned in ground school. Most coun- harder, smarter and offer more value
tries have adopted the ICAO approach proce-
than ever.
dure design criteria called PansOps.
Chart NOTAMs You have to see it
When there are temporary changes to to believe it.
enroute or terminal charts, these changes are
included in Jeppesen’s Chart NOTAMs under
the “Chart NOTAM” tab. Changes to the
enroute charts are listed first, followed by
changes to the terminal charts. The Chart
NOTAMs are sometimes used for last-minute
changes that missed the cutoff dates for
changes. These NOTAMs are usually pro-
duced every two weeks. It is important to Making Every Mission Possible.
note that the Chart NOTAMs only highlight
changes to the Jeppesen charts and do not
substitute for the NOTAMs issued by a briefer www.jeppesen.com
or received through an online service. Western Hemisphere
1-800-894-9478
Area Charts and Class B 303-784-4274
Airspace Charts Eastern Hemisphere
+49 6102 5070
As you probably noticed, Area charts and
Class B Airspace charts use the approach
chart index number system. Many people
prefer to file the Area charts and Class B
Airspace charts behind the enroute charts
since area and Class B Airspace charts nor-
mally serve a larger area than just one city.
Others prefer to take the Area and Class B
Airspace charts out of the enroute chart
binder and place them with each city in front
of the Departure and STAR charts. The index
numbering system on these charts is compat-
ible with the approach chart series, so this at the end of the approach and for departing James E. Terpstra is senior
second filing system is quite easy. the airport. All the communication frequen- corporate vice president, flight
cies on the airport diagram are listed in the information technology at
Approach Charts and Airport order of use when departing the airport. The Jeppesen. His ratings include

Diagram Philosophy airport charts also include takeoff and alter-

nate minimums and IFR Departure
ATP, single and multi-engine,
airplane and instrument flight
Since the approach charts are used for arriv- Procedures (now Obstacle Departure instructor. His 6,000+ hours
ing at the airport, we have listed the commu- Procedures) to keep airplanes away from rock
nication frequencies in the order of use when include 3,200 instructing.
piles on climb out. For comments, please Email:
flying to the airport. Included with the
approach charts are the airport diagram In the next article, we will begin exploring [email protected]
charts and they are designed to be used both the approach chart plan view.
The Chart Clinic – Sixteenth in a Series
type of change was made which
required the reissuance of that
approach sheet. We formerly
used the words “None” for the
Changes note on the side that
had no changes, but the com-
plaints were numerous - the
solution? “See Other Side.”
Occasionally a chart has been in
the field so long that it should be
revised even though there are no
BY JAMES E. TERPSTRA aeronautical changes to make a
SR. CORPORATE VICE PRESIDENT, JEPPESEN revision necessary. This type of
chart is marked with the nota-

T here is always at least one day every tion “Reissue.”

other week that you know the postman Since the charts are maintained
will stop at your mailbox. That familiar in a specific sequence within
brown envelope from Denver or Frankfurt con- each airport, it is sometimes
tains charts to fill some of your leisure hours. necessary to relocate an
Each week, approximately 53,000 changes are approach chart from the back
made to Jeppesen charts. Despite numerous of one page to the front of a
attempts to consolidate as many of these following page. For example,
changes as possible, new and revised pages still
this change will occur when a
keep flowing.
localizer back course approach
is added to the service and
must be sequenced between
Changes the front course ILS and an
existing VOR or NDB approach.
As new charts are revised, below the heading or Briefing Strip. This sec-
Jeppesen is also sequencing the approach tion shows the approach procedure, includ-
charts so they are sequenced by runway ing the feeder routes used to connect the
number within an approach procedure approach with the enroute structure. The
type. In these situations, the changes are entire area within the plan view is drawn to
noted as “Chart reindexed.” scale. The scale is located in the left margin,
next to the plan view, and normally has a
Amendment Numbers conversion factor of one inch equals five nau-
Amendment numbers are included on the tical miles. Occasionally, though, the naviga-
charts as a record of the changes that have tion information portrayed in the plan view
been made by the FAA. These numbers are covers such a large geographical area that it
located in the left margin at the bottom of is necessary to use a scale of 7.5 nautical
each approach chart. Since each chart con- miles per inch. When this scale is used, it is
When charts are issued, the items changed tains regulatory information, the standard shown on the left side of the plan view.
are indicated at the lower left of each instrument approach procedure (SIAP) is list-
approach, SID (Departure Procedure), STAR ed in the Federal Register. Normally, each
time a procedure change is made to the
Plan View Symbols
and Class B Airspace chart. The charts in the Most of the symbology used on enroute
first illustration indicate some samples of rea- approach chart, the approach goes through charts is identical to the symbology used on
sons for approach chart changes. The regulatory action and the amendment num- approach charts. This procedure allows you
changes for the top chart indicate that the ber is increased by one. However, an to transition from enroute charts to approach
communications have been revised. And, approach chart is often revised with no charts without learning a second set of sym-
since many of the charts get revised every change in the amendment number. This is bols. The following discussion of approach
week, the chart formats are also revised to done when non-procedure information, such chart symbology pertains to the Philadelphia,
include the new Briefing Strip™ format. as a communication frequency, is revised. Pennsylvania ILS Rwy 27L approach.
Some of the other changes in the illustration The first chart in the illustration shows the The localizer front course symbol is displayed
don’t seem quite so obvious. For example, amendment number as “0.” This means as a tapered arrow, pointing to the airport. A
why are some charts shipped with changes that this is the original issue of the chart series of light, parallel diagonal lines indicate
marked as “See Other Side?” When you see and no revisions have been made. The the right side of the localizer when proceed-
this change note, flip the approach chart to second chart includes the words “PANS ing inbound. The shading was originally cre-
the reverse side and you will note that some OPS” which means that the country ated to match the blue and yellow sectors
which issued this chart has stated that displayed on the early generation course
their instrument approach procedure com- deviation indicators. The shaded side of the
plies with the ICAO PANS OPS criteria for localizer symbol represented the blue sector.
the design of instrument approach proce-
dures. The next chart says Amend 29B The localizer back course is included on the
which means that this is the 29th revi- opposite end of the runway only when it is used
sion of procedure information since the for a missed approach or part of a transition. It
chart was first issued. The letter “B” is also included on back course approaches.
means this is the second CCP NOTAM The inbound magnetic course of the localizer
issued against the 29th amendment. is provided in bold numbers, while the out-
bound course is shown adjacent to the hold-
Plan View ing pattern outbound track, or next to the
The plan view is the largest area on the procedure turn when it is used for the course
approach chart and is located immediately reversal. For example, the inbound course at
Philadelphia is 265 degrees and the out-
bound course is 085 degrees.
The frequency of the localizer may be found
in two places on the chart. One location is in
the Briefing Strip. The letters “LOC” appear

THE CHOICE OF PROFESSIONALS

in the Briefing Strip, followed by the localizer
identifier and frequency. This frequency is
also included within the elongated oval on
the plan view. The oval includes the localizer
inbound course, the localizer frequency, and
the identifier with letters and Morse code. At
Philadelphia, the letters “ILS DME” are at the
top of the frequency box to indicate that the
facility includes the localizer, glide slope, and
a frequency-paired DME.
Several other navigation aids which are used
for the approach are normally also included in
the plan view. The Philadelphia ILS approach is
unusual in that it does not have a middle
marker, outer marker, or compass locator. A
number of years ago, the FAA changed the CHOOSE JEPPESEN’S
policy so that an outage of the MM did not
cause the minimums to be raised. IFR SERVICE THAT BEST FITS
Consequently, many middle markers disap-
peared since they no longer provided lower
YOUR NEEDS.
minimums. A locator outer marker (LOM) is Today’s flight information is
usually at the non-precision FAF, but at changing at an unbelievable
Philadelphia, the FAF can be identified by DME
or cross radials from the MXE and OOD VORs.
rate. The addition of new GPS
approaches is just one issue
The PNE VOR toward the top of the plan view adding to the ever-increasing
is an initial approach fix (IAF) and is used to requirement for current,
form the initial approach segment from the
enroute structure to the FESTI intersection.
accurate flight information.
The PNE VOR is off the chart to the north so Jeppesen's Airway Manual
the frequency, identifier, and Morse code are services have been the choice
shown for two reasons. First, it is used to of pilots for many years. Now,
identify the beginning of the segment with more than ever, you should
the identifier to match with the identifier on consider Jeppesen as your
the enroute chart navaid. Secondly, the PNE choice for flight information.
VOR is used to form the FESTI intersection.
Not only do we strive to provide
Thickness of Lines you with the highest quality
On the route from PNE, note there are two charts and services, we provide
different thicknesses of the route. The first you with a choice of IFR
portion of the route is drawn with a heavy Electronic display device
courtesy of Northstar services that can be tailored to
line and terminated with a large arrowhead. your flying needs.
This means that the route can be flown as a
transition. Additional information is provided Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
for this flight track. The route also includes Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
the distance (9.9), the altitude (2,100) and Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
the magnetic course (185). At the end of the we are sure to have the charts
thick line, a light-weight line continues to Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
FESTI and terminates with a small arrowhead. East, Englewood, CO 80112, USA
The light-weight line indicates that PNE is Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
one of the formation facilities for FESTI. PNE call us today to find the service
would be used to form FESTI for the initial Visit us on the web: www.jeppesen.com
that best fits your needs.
approach segment along the 293 radial from
the CYN VOR on the east side of the chart. ®

The GLOUS intersection has a number of for-

mations. The first is the localizer track. It can
also be formed by the ILS DME as well as James E. Terpstra is senior
identified by the radials from OOD and MXE. cedure for the course reversal, the procedure corporate vice president, flight
The radials from OOD and MXE are shown in turn will also be indicated with a heavy black information technology at
a light-weight line with a small arrowhead. line. At Philadelphia, the holding pattern is Jeppesen. His ratings include
The difference here is significant since the depicted at GLOUS intersection with a heavy ATP, single and multi-engine,
light line shows these are not transitions that black line. This means the holding pattern is airplane and instrument flight
can be flown from the OOD or MXE to the part of the procedure, and is the course instructor. His 6,000+ hours
GLOUS intersection. reversal instead of a procedure turn. include 3,200 instructing.
The heavy black line on the approach chart For comments, please Email:
indicates the procedure track. When a proce- In the next article, we will continue our dis- [email protected]
dure turn is authorized on an approach pro- cussion of the plan view.
The Chart Clinic – Seventeenth in a Series
large majority of pilots chose the brown
over the green even though they had
Other Details on the Plan View
The longitude for the plan view area is
chosen the green before the simulator ride.
included on the bottom edge of the plan
The evaluators asked why brown instead of
view and the latitude is provided on the left
green and why they changed their minds.
edge. Before the mid 1970s, Jeppesen charts
Comments came back “Green is too
included city patterns, major highways, and
pastoral. Brown scares me.” “The brown
railroad tracks. They were dropped after a
colored terrain is serious.”
Jeppesen seminar when it was decided the
As a result of the tests, the terrain is now charts were primarily IFR and not VFR. The
BY JAMES E. TERPSTRA depicted in brown. Once it has been congestion was reduced and now only large
SR. CORPORATE VICE PRESIDENT, JEPPESEN established that the terrain will be depicted rivers and bodies of water are included in the
on a chart, the first contour level is the first plan view. Additionally, reference points such
as towers, tall buildings, antennas, and other

I
t’s been called the bird’s eye view. It’s been 1,000 level above the airport elevation. At
called God’s view. It is also known as the Bozeman, since the airport elevation is objects are included with their elevations for
over view. There probably have been 4,474 feet, the first contour level is 5,000 orientation to the area over which the
many other names used to describe the plan feet. The terrain contours are spaced at instrument approach is conducted.
view. It is the view from high above and is 1,000-foot intervals. Each contour is labeled Minimum altitudes of the instrument
the only portion of the chart that is to scale. with the MSL value. The areas between the approach provide prescribed clearances of
It probably can be considered the part of the contour lines are printed in brown with terrain and structures beneath the flight path.
chart that gives the best overall orientation increasing levels of color intensity as the
for the approach procedure. elevations change so the darkest color of Procedure Turn
brown is the highest level. A procedure turn is depicted on Jeppesen
Terrain Note on the ILS approach chart for Bozeman
approach charts with the outbound and
On the Bozeman, Montana ILS Rwy 12 inbound headings at 45 degree angles to
that the highest elevation in the plan view is the approach course. At Bozeman, after
approach chart, the large areas shown in
7,133 feet. This peak is less than 4,000 feet tracking the localizer outbound from
brown represent terrain information. In the
above the airport elevation, but the chart has MANNI, the heading away from the localizer
early 1990s, Jeppesen began depicting
contours on it. Because the VOR Rwy 12 is 253° and the heading used to intercept
terrain in a brown color on all the approach
approach chart at Bozeman has an elevation the localizer course inbound at the
charts that met the criteria of a terrain-
of 9,650 feet in the plan view and it is completion of the turn is 073°. The
critical airport. In order for terrain to be
considerably higher than 4,000 feet above procedure turn is prescribed when it is
depicted on the approach chart, there must
the airport, it qualifies for contours. necessary to reverse direction to establish
be terrain within the plan view that is at
Therefore, all approach charts into Bozeman the aircraft inbound on an intermediate or
least 4,000 feet above the airport or terrain
then get the colored terrain contours. final approach course. It is a required
that reaches 2,000 feet above the airport
and is within six miles of the airport. If maneuver, except under the following
there is terrain on any one approach chart conditions:
for an airport that qualifies for terrain, then 1. The symbol “NoPT” is shown.
all the approach charts for that airport will 2. Radar vectoring is provided.
have the terrain depicted even though one
3. A one-minute holding pattern is
of the charts might not otherwise qualify.
published in lieu of a procedure turn.
It is interesting to note that the terrain is 4. A teardrop course reversal is depicted.
depicted in brown, and not green. Green 5. The procedure turn is not authorized.
was formerly used to depict terrain on the
area charts when terrain was first introduced The altitude prescribed for the procedure
on the area charts in 1975. When it was turn is a minimum altitude until the aircraft is
decided to depict the terrain on approach established on the inbound course. The
charts, a study was made and the first maneuvering must be completed within the
prototype terrain approach charts were distance specified in the profile view and on
given to a number of pilots. The first charts the same side as the procedure turn symbol.
were printed with green terrain and another
Although 45° turns are provided on the
set were printed with brown terrain.
approach chart for the procedure turn, the
The pilots in the testing program were first point at which the turn may be started and
given the charts in both green and brown the type and rate of turn are left to the
and were asked if they preferred the green discretion of the pilot. When a procedure
terrain or the brown terrain. The majority turn is depicted, there are various options.
said they preferred green (which was our In addition to the procedure turn, the race
first preference.) Then the pilots were given track pattern or the teardrop procedure turn
the same set of charts to be flown in the can be substituted. However, when a
simulator. There were flight instructors who holding pattern or teardrop procedure turn
gave many clearances to simulate ATC is depicted, the holding pattern or the
vectors that came close to the terrain. teardrop course reversal must be flown as
shown on the chart.
After the simulator tests, the evaluation
pilots were then asked again if they There are a number of ways to transition to
preferred the green or the brown. What we the ILS approach. If flying from the
discovered was an amazing change. The Bozeman VOR, the feeder route to the outer
marker is 297°, the minimum altitude is
7,300 feet, and the distance is 7.6 nautical
miles. The depiction of this outbound track
is a bit unusual. It is offset to the side of the
localizer to better depict all the relevant
information. At Bozeman, when flying from
the VOR, it is required to fly a course
reversal at the LOM. Since the procedure
THE CHOICE OF PROFESSIONALS
turn is shown with the heavy line used to
depict the procedure turn, it is the primary
course reversal. The holding pattern at the
LOM is shown with a light line. The light
line for the holding pattern indicates it is for
the missed approach, not the primary
course reversal.
There are a couple of routes that can be
flown into Bozeman that don’t require a
course reversal. At the left of the plan view,
the route from the Whitehall VOR (HIA) CHOOSE JEPPESEN’S
passes the THESE intersection and then pro- IFR SERVICE THAT BEST FITS
ceeds to the FALIA intersection which is on
the localizer. From FALIA, the letters NoPT YOUR NEEDS.
are adjacent to the localizer. The letters
NoPT stand for no procedure turn. NoPt is Today’s flight information is
actually regulatory which means you must changing at an unbelievable
fly a straight-in approach from FALIA. If you rate. The addition of new GPS
need to make a course reversal because of approaches is just one issue
excessive altitude, you must inform ATC adding to the ever-increasing
since they are planning their spacing with requirement for current,
other aircraft based on you proceeding accurate flight information.
straight in over the LOM. Jeppesen's Airway Manual
services have been the choice
The THESE intersection is on V-343 so when of pilots for many years. Now,
flying to Bozeman on V343, no procedure more than ever, you should
turn is authorized (or required) from THESE. consider Jeppesen as your
When approaching Bozeman from the choice for flight information.
northwest on V-365 (BZN 320° radial), you
Not only do we strive to provide
have a couple of options. If you have DME,
you with the highest quality
you could fly the 14 DME arc to intercept
charts and services, we provide
the localizer. The minimum altitude on the
you with a choice of IFR
DME arc is 8,300 feet which would be Electronic display device
courtesy of Northstar services that can be tailored to
flown until intercepting the localizer. The
your flying needs.
lead-in radial (BZN 306°) was originally
established by the FAA as the point where Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
you would change your VHF navaid tuning Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
from the BZN VOR to the IBZN localizer. If Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
you have two nav receivers, that require- we are sure to have the charts
ment doesn’t really exist, but it is a good Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
East, Englewood, CO 80112, USA
indicator to tell you that you are about to
intercept the localizer.
Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
call us today to find the service
Visit us on the web: www.jeppesen.com
What is the value of the 14.0 DME fix on that best fits your needs.
the localizer? If you look closely, that is the ®
end of the DME arc and the beginning of
the segment on the localizer when flying
from the DME arc. The altitude of 6,800
feet from 14.0 DME shows that you can James E. Terpstra is senior
descend to 6,800 feet after flying the DME approach at the MENAR intersection which corporate vice president, flight
arc and intercepting the localizer. is on V-365. At the MENAR intersection, information technology at
you would proceed direct to the MANNI Jeppesen. His ratings include
Can you begin your descent at the lead-in LOM at 9,300 feet or higher. Since the let- ATP, single and multi-engine,
radial? Not really, since the FARs state that ters NoPt are not included on the feeder airplane and instrument flight
you can’t descend to the next altitude until route from MANNI, you would be required instructor. His 6,000+ hours
established on the next approach procedure to fly the procedure turn (or other course include 3,200 instructing.
course. reversal) at MANNI. For comments, please Email:
When approaching from the northwest on In the next article, we will discuss the [email protected]
V-365 without a DME, you could begin your approach segments.
The Chart Clinic – Eighteenth in a Series
U.S. TERPs criteria and U.S. FARs, but much of tinued the approach if they had not passed
it is applicable in other parts of the world. the OM and the weather went below mini-
mums. The FARs didn’t address the flights that
Final Approach Segment had intercepted the glide slope way back in
When looking at an approach chart to deter- the intermediate segment. Because of this
mine the segments, it is usually easiest to problem, the FAA redefined the final
start at the airport and work through the approach fix for precision approaches. By def-
approach backwards because the location of inition, the FAF on a precision approach is the
the final has the least flexibility. The last seg- point where the minimum glide slope inter-
ment when coming into the airport is the cept altitude intercepts the glide slope. So
BY JAMES E. TERPSTRA final approach segment, which begins at the when the minimum glide slope intercept alti-
final approach fix (FAF). The final approach tude intercepts the glide slope at a point two
SR. CORPORATE VICE PRESIDENT, JEPPESEN fix is usually the outer marker on localizer miles outside the outer marker, that is the FAF.
approaches, and the VOR is the FAF on VOR When looking at an ILS approach, there usu-

C
ommunications failure? When do you
or VOR/DME approaches when the VOR is ally is a Maltese cross at the OM. The Maltese
finally leave your enroute altitude to
not on the airport. For NDB approaches with cross is the FAF for the localizer portion of the
descend for the approach? FAR
the NDB located off the airport, the NDB usu- approach, but not for the ILS approach.
91.185 says “proceed to a fix from which an
ally forms the FAF. In any case, the final
approach begins and commence descent . . . Technically, the precision final approach fix is
approach fix is designated in the profile view
“ Okay, where does the approach begin? not really a fix, but a point. In ICAO terms, the
on Jeppesen approach charts with a small
What if the weather goes below minimums precision final approach fix would be called
Maltese cross.
while on an approach? Can you continue the the final approach point. The difference is
approach? Have you passed the precision In the late 1980s, a major concept change that a fix is a location over the ground where-
final approach fix? was created by the FAA to solve an opera- as a point is a point in space.
tional problem. Operators who fly according
Every time we start to tackle the interpreta-
tion of some of the FARs for the terminal area,
to FARs 121, 129, and 135 are required to End of Final Approach Segment
abandon the approach if the weather goes Refer to artwork for the approach segments
it seems that a couple of gaps prevent us
below minimums when on final approach. and note that the final approach segment
from coming to the final solution. This article
When the TERPs criteria were first adopted in begins at the FAF and ends at the missed
will cover the segments of the approach and,
November 1967, the FAF was located at the approach point (MAP). On non-precision
we hope, close some of those gaps.
outer marker (OM) for virtually all ILS approaches (no electronic glide slope), the
If you prefer studying the approach criteria approaches. This made it easy to determine missed approach point usually is located at the
from the original source, the FAA Handbook, the point at which to abandon the approach landing threshold (which may be a displaced
“United States Standard for Terminal since the FARs said that once the final threshold). On non-precision approaches, the
Instrument Procedures” (TERPs), is available approach fix was passed and the weather was missed approach point is most often deter-
for review at most FAA offices. You may reported below minimums, the captain could, mined by timing from the FAF.
obtain a copy of the TERPs Handbook at his discretion, continue the approach. So if When flying approaches without an electron-
(8260.3A) for a nominal fee by making a writ- the weather went below minimums before ic glide slope, the lowest altitude to which
ten request to the Superintendent of the OM, the approach should be abandoned. you can descend is a minimum descent alti-
Documents, U.S. Government Printing If the OM had been passed, the captain could tude (MDA). This means you should descend
Office, Washington, D.C. 20402, Stock make the decision to continue. after the FAF until reaching that altitude, and
Number 050-007-00345-5. The international Things don’t always stay easy in this business. At then level off at the MDA until the specified
equivalent of the TERPs criteria is the ICAO one airport, the final approach course and time has elapsed. Remember that the time on
Pans-Ops which contains the design criteria descent began well before the OM. The actual the approach chart is based on ground speed.
for instrument approach procedures. Most glide slope capture was about seven or eight To fly this segment accurately, you should
countries of the world use the ICAO Pans-Ops miles before the OM. At this airport, the weath- compute the true airspeed from the indicated
for procedure design, although each country er was fluctuating above and below minimums airspeed and pressure altitude, and then
for most of the day, and a number of captains apply the wind to come up with the correct
typically has many exceptions to the Pans-
decided to continue the approach after captur- ground speed.
Ops in its purest form. The Pans-Ops can be
ing the glide slope, but still before the OM. On a precision approach (one with an elec-
obtained from ICAO in Montreal, PQ,
Canada. Most of in this article is based on the The FAA violated every flight crew who con- tronic glide slope), the missed approach
point is the intersection of the localizer, the
glide slope, and an altitude usually 200 feet
above the touchdown zone elevation. This
minimum altitude is called the decision alti-
tude (DA). Timing is not necessary while
ENROUTE FIX descending on the glide slope, but the alti-
tude must be monitored closely when
approaching the minimum altitude. Unless
visual contact has been made with the run-
INITIAL APPROACH
way environment, you must immediately
FINAL execute a missed approach at the point
FIX (IAF)
APPROACH
FIX (FAF)
where the airplane is on the localizer and
INTERMEDIATE
glide slope and reaches the DA.
AIRPORT APPROACH FIX (IF)
Decision Altitude versus
MISSED APPROACH
POINT (MAP) Decision Height
When the TERPs criteria first went into effect,
the minimum altitude on precision approach-
es was called a decision height (DH).
Technically, this is not correct since the point is
determined by barometric altitude - which
measures altitude, not height. Jeppesen charts
have been including the letters DA(H) for deci-
sion altitude (height) with both figures since
the mid-1980s to show both values. The FAA is
gradually adopting the term decision altitude
to replace decision height. All new WAAS and
THE CHOICE OF PROFESSIONALS
LAAS approaches will have minimums
expressed as decision altitudes (heights).

Making the Miss Early

After passing the FAF, there are times the
decision is made to execute the missed
approach - well before the MAP. Assume for a
moment that the missed approach instruc-
tions say the missed approach is a climbing
right turn to an altitude at a holding fix. If the
decision is made to miss the approach before
reaching the missed approach point, when CHOOSE JEPPESEN’S
can the turn be initiated? When should the
climb be initiated? IFR SERVICE THAT BEST FITS
Since the approach procedure segments are YOUR NEEDS.
designed with very specific trapezoids that
protect the airspace around defined Today’s flight information is
approach tracks, the aircraft is protected only changing at an unbelievable
within these trapezoids. Therefore, when exe- rate. The addition of new GPS
cuting a missed approach prior to the MAP, approaches is just one issue
the final approach track must be flown until adding to the ever-increasing
passing the MAP, and then the turn can be requirement for current,
made. The altitude is a different story. The accurate flight information.
climb can be initiated immediately; but as Jeppesen's Airway Manual
soon as the airplane is cleaned up, you have services have been the choice
to make the mandatory report to ATC that of pilots for many years. Now,
you have made the missed approach. You more than ever, you should
can continue to climb to the missed consider Jeppesen as your
approach procedure altitude. If you need to choice for flight information.
fly an altitude other than specified in the Not only do we strive to provide
missed approach procedure, you can discuss you with the highest quality
this with ATC. charts and services, we provide
Final Approach Descent Gradients you with a choice of IFR
Electronic display device
The optimum descent gradient on the final courtesy of Northstar services that can be tailored to
approach is 300 feet per nautical mile and your flying needs.
the maximum descent is 400 feet per nauti- Whether it be JeppView, our
Eastern Hemisphere: Jeppesen GmbH, Frankfurter
cal mile. The obstruction clearance on final terminal charts on CD-ROM, or
Str. 233, 63263 Neu-Isenburg, Germany
varies according to the type of approach and one of our many paper services,
Tel: +49 6102 508250 • Fax: +49 6102 508282
other criteria such as: length of the final, dis- we are sure to have the charts
tance to the altimeter source, and alignment Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
of the final to the landing runway. One East, Englewood, CO 80112, USA
important item to remember is that the MDA Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
does not necessarily provide a clear zone all call us today to find the service
the way from the FAF to the MAP. Visit us on the web: www.jeppesen.com
that best fits your needs.
Rules are made to be broken - (not really a ®
good thing to say in this business.) But there
are legitimate cases. As an example, the max-
imum descent gradient of 400 feet per nauti-
cal mile is equivalent to 3.77º. If you look James E. Terpstra is senior
closely at the Van Nuys, California ILS Rwy with TERPs, but when they find they cannot, corporate vice president, flight
16R approach, the glide slope angle is 3.90º. they submit the exception to a special FAA information technology at
It is obviously higher than the maximum. So office that specializes in handling waivers to Jeppesen. His ratings include
what about the rules in TERPs? TERPs. Although the exceptions are rare, they ATP, single and multi-engine,
The terrain is so high to the north of Van are granted when necessary.
airplane and instrument flight
Nuys that if the glide slope had to be lower, In the next article, we will continue discussing instructor. His 6,000+ hours
the approach could not be installed at the air- the segments of the approach. By the way, include 3,200 instructing.
port. When this happens, the instrument where does the approach begin? According For comments, please Email:
approach procedure design specialist has to paragraph 230 of TERPs, the approach [email protected]
worked out all possible means of complying begins at the initial approach fix (IAF).
The Chart Clinic – Nineteenth in a Series
at 1,480 feet. Although the VOR is only 15 other obstacles. When the final and interme-
feet above the MDA, the MDA on other diate courses are not identical, the intermedi-
approaches could possibly be as much as 504 ate segment will be at an angle not greater
feet below an obstacle right at the FAF if the than 30 to the final approach course.
FAF was a VOR. Because the intermediate segment is used to
prepare the aircraft speed and configuration
Stepdown Fixes for entry into the final approach segment, the
Occasionally a fix is located on the final gradient normally is as flat as possible. The
approach segment between the FAF and the optimum descent gradient in the intermedi-
MAP. This fix is not a final approach fix, but ate segment normally does not exceed 150
BY JAMES E. TERPSTRA it is called a stepdown fix and is used on non- feet per mile. The maximum permissible gra-
SR. CORPORATE VICE PRESIDENT, JEPPESEN precision approaches. When this fix can be dient is 318 feet per mile, except for a local-
identified during the approach, you normally izer approach published in conjunction with

L
et’s ponder for a moment an get lower minimums after passing the step- an ILS procedure. In this case, a higher
interesting question about minimums down fix. descent gradient equal to the commissioned
and obstacles. If you were flying a glideslope angle (provided it does not exceed
The stepdown fix is used primarily for two
helicopter on a VOR approach, could you 3°) may be used.
reasons. First, there are many cases in which
descend vertically down to the MDA at the The optimum length of the intermediate seg-
there is a high obstacle in the final approach
FAF and be safe all the way to the MAP? The ment is 10 nautical miles; however, the mini-
segment that would cause very high landing
answer? Only if you receive a clearance mum length is five miles and the maximum
minimums. In this case, the FAA will desig-
from the “Bureau of Mines.” In other length is 15 miles. A minimum of 500 feet of
nate a stepdown which is placed beyond the
words, the MDA does not provide obstacle obstacle clearance is provided in the primary
controlling obstruction in the final approach
clearance from the FAF to the MAP on a area of the intermediate segment. The width
segment. After you have identified and
non-precision approach. of the intermediate segment varies according
passed the fix, you can descend to the MDA
The question was meant to be mind stimu- for the airport. to the width of the final approach segment at
lating - and because sometimes it may be dif- the final approach fix.
The second reason is when the final approach
ficult to stay above the minimum altitudes, it
segment is excessively long, the TERPs criteria
is good to understand some of the protection
requires the MDA to be raised. When the Initial Approach Segment
that is built into instrument approach proce-
final approach segment exceeds six miles, the The initial approach segment is located just
dures by the people who design them.
MDA is increased at a rate of five feet for each outside the intermediate segment. It is
Now for a little explanation of the answer. In one-tenth of a mile over six miles. When a designed to transition incoming traffic from
the FAA’s TERPs criteria, paragraph 289 says stepdown fix is incorporated in the final the enroute structure to the intermediate
“Existing obstacles located in the final approach segment, the basic obstacle clear- segment. However, when the intermediate
approach area within 1 mile past the point ance is applied between the stepdown fix fix is part of the enroute structure, an initial
where a fix can first be received may be elim- and the MAP. approach segment might not be designated.
inated from consideration by application of a In this case the approach begins at the inter-
Sometimes, a constant descent rate cannot
descent gradient of 1 foot vertically for every mediate fix.
be made from the FAF down to the runway
7 feet horizontally. This 7:1 descent gradient
since a stepdown fix altitude might be high- The initial approach segment can be flown
shall begin at the point where the fix can first
er than the constant descent angle from the using many methods. The following list con-
be received at a height determined by sub-
FAF to the runway. In these cases the descent tains some of these:
tracting the final approach required obstacle
rate after the stepdown fix will not exceed DME arc • VOR radial • NDB course
clearance (ROC) from the minimum altitude
400 feet per nautical mile, or 3.77°, and still Heading (dead reckoning) • Radar vectors
required at the fix.”
have straight-in landing minimums. Procedure turns • Holding patterns
A good example of this can be found on the
Combinations of the above
VOR or GPS-A approach into Corona,
California. The approach is from the Paradise
Intermediate Segment In most cases, the beginning of the initial
VOR that sits on top of a hill. The VOR ele- The intermediate segment is located just out- approach segment is identified with the let-
vation is 1,495 feet. After passing the VOR, side the final approach segment and is ters “IAF.” This IAF is the fix referred to in FAR
the descent can be down to the circling MDA designed primarily to get the airplane set for 91.185 as “a fix from which the approach
the final descent into begins” for the point where the descent to
the airport. It is the seg- the airport can be initiated. The IAF is also a
ment in which aircraft fix that is required for GPS receivers which are
configuration, speed, certified to fly approach procedures. In GPS
and positioning adjust- receivers all approaches are retrieved from
ments are made for the databases beginning at the IAF.
entry to the final
There is no standard length for the initial
approach segment. The
approach segment, but it rarely exceeds 50
ENROUTE FIX intermediate segment
miles. The standard width for the primary area
begins at the intermedi-
FEEDER ROUTE is four miles on each side of the initial
IAF ate fix (IF) and ends at
approach course. When any portion of the ini-
INITIAL APPROACH the final approach fix.
SEGMENT tial approach is more than 50 miles from the
The intermediate seg- navigation facility, the width and obstruction
ment is designed to be criteria for the enroute airways apply to the
aligned with the final portion more than 50 miles from the navaid.
approach segment;
The initial approach segment altitude pro-
however, this may not
vides a minimum of 1,000 feet obstruction
always be practical
BEGINNING OF clearance within four miles each side of the
FAF INTERMEDIATE SEGMENT because of terrain or
course centerline. The obstruction clearance
outside the four-mile range is minimal, which
means—stay on course.
The turn from the initial approach segment
to the intermediate segment cannot exceed
120°. When the angle exceeds 90°, a lead-in
radial is provided which gives at least two
miles of lead for determining when to turn
THE CHOICE OF PROFESSIONALS
inbound on the intermediate course.
When a DME arc is used for an initial approach
segment, the minimum radius of the arc is
seven miles. When the last portion of the DME
arc exceeds a 90° angle to the intermediate
segment, lead-in radials which are at least two
miles before the intermediate segment are
included in the approach procedure.
Whenever a procedure turn is depicted as
part of an approach procedure, a procedure
turn forms an initial approach segment. This CHOOSE JEPPESEN’S
is also true for tear drop course reversals and
holding patterns, or race track patterns that IFR SERVICE THAT BEST FITS
are used to align the airplane with the final
approach course just prior to the FAF.
YOUR NEEDS.
The procedure turn forms an initial approach Today’s flight information is
segment until the inbound course is inter- changing at an unbelievable
cepted. Look at the illustration and note that rate. The addition of new GPS
after intercepting the inbound course you are approaches is just one issue
on the intermediate segment. For this rea- adding to the ever-increasing
son, you can descend to the final approach
requirement for current,
fix crossing altitude after completion of the
procedure turn. Remember that the initial
accurate flight information.
approach segment obstruction clearance alti- Jeppesen's Airway Manual
tude is 1,000 feet, whereas the intermediate services have been the choice
segment obstruction clearance is 500 feet. of pilots for many years. Now,
more than ever, you should
Some approach procedures are based on
consider Jeppesen as your
VORs or NDBs located on the airport. On
these types of approach procedures, after
choice for flight information.
completing the procedure turn and estab- Not only do we strive to provide
lished on the inbound course, you have inter- you with the highest quality
cepted the final approach segment for the charts and services, we provide
descent to the MDA. With this type of you with a choice of IFR
approach, the intermediate segment and Electronic display device
services that can be tailored to
courtesy of Northstar
final approach fix are eliminated. your flying needs.
Feeder Route Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
On some approaches, the initial approach fix Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
is not part of the enroute structure. For these Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
approaches, it is necessary to designate a we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
transition course between the enroute fix and East, Englewood, CO 80112, USA
the approach structure. This transition Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
course is called a “feeder route.” A route from
call us today to find the service
the VOR to the outer marker is a feeder route, Visit us on the web: www.jeppesen.com
and it is not defined as an approach segment
that best fits your needs.
if a procedure turn is executed after passing ®

the outer marker. The obstruction clearance

criteria for enroute airways are applied to
feeder routes.
James E. Terpstra is senior
If a landing cannot be made, a missed you’ve reached the precision approach corporate vice president, flight
approach procedure must be flown. The DA(H) or the non-precision MAP.
missed approach segment begins at the information technology at
Jeppesen. His ratings include
missed approach point (MAP) and ends at an
enroute fix, or upon returning to the final
Segments on Approach Charts ATP, single and multi-engine,
approach fix (initial approach fix in this case). All the knowledge in the world won’t help airplane and instrument flight
The missed approach segment can consist of until we start making applications to the real instructor. His 6,000+ hours
straight courses or turns and is performed world. In the next article, we will refer to an include 3,200 instructing.
any time visual contact with the runway envi- approach chart to determine the various seg- For comments, please Email:
ronment hasn’t been made by the time ments and feeder routes. [email protected]
The Chart Clinic – Twentieth in a Series
It is expected that you will perform the GPS approach to runway 17 at Manitowoc,
procedure turn every time you arrive over the there is no intermediate segment. The proce-
fix that starts the procedure turn - except - dure turn is the initial approach segment until
when the letters “NoPT” are shown on the intercepting the inbound course and then
feeder route that goes to the fix. NoPT stands you are on the final approach segment. In
for No Procedure Turn. According to the this case, there is no final approach fix. In FAA
FARs, this means not only that no procedure and ICAO procedures, the intercept point to
turn is expected, but that you also cannot the final approach segment is known at the
even execute the procedure turn unless you final approach point. It is not a fix since the
BY JAMES E. TERPSTRA notify ATC of your intentions to fly a exact location varies depending on how the
SR. CORPORATE VICE PRESIDENT, JEPPESEN procedure turn. approach is flown, where the wind is coming
from, the speed of the airplane, and other
Since the letters “NoPT” do not appear on
Segments on Approach Charts the route from Green Bay, a procedure turn is
variables.
It is quite fascinating to look at the TERPs
criteria to understand some of the
required. However, there is an exception to
the NoPT statement. When you’re given
Final Approach Segment
background used by the FAA to create In the plan view, there is a fix identified as 2.4
radar vectors and the controller clears you for
instrument approach procedures, but all the DME from the MTW on the 346° radial.
the “straight-in approach,” the approach
knowledge in the world doesn’t help until we When flying outbound to the procedure turn,
clearance specifies that no procedure turn is
start making applications to the real world. it has no significance. It is, however,
required (or authorized).
We’ll look at the Manitowoc, Wisconsin VOR important when inbound on final. Since this
or GPS Rwy 17 approach chart to apply part Excessive Altitude approach is an “or GPS” approach, it is an
overlay approach where a certified IFR
of the theory to actual practice. The next question for the communications
approach GPS receiver is allowed to fly the
failure from Green Bay is “If I am
Let’s assume you are arriving from the north at an excessively high altitude,
over the Green Bay VOR and you have a where should I lose all the
communications failure. Since the FARs state altitude?” First, look at the
that you can descend out of your enroute “target” altitude for the approach
altitude when you have arrived “over the fix after the MTW VOR and it is the
from which the approach begins,” can you procedure turn altitude at 2,400
start down over Green Bay or do you have to feet. That is the first altitude after
wait until over the Manitowoc VOR? If you passing MTW VOR outbound. If
look over the Manitowoc VOR facility box, your descent rate will get you
you can see the small letters “IAF” in comfortably down to 2,400 feet
parentheses on top. This means the MTW within the procedure turn
VOR is the initial approach fix and the distance, then the procedure turn
approach begins at the MTW VOR when is a good option.
arriving from Green Bay.
If the altitude change is too much,
If you are at a relatively low altitude over the you can enter the holding pattern
MTW VOR, you can make a right turn at the and descend while holding. But
VOR and proceed outbound for the procedure the next question might be, “How
turn. While you are in the procedure turn, you to get out of the holding pattern
are in the initial approach segment and and do the approach?” The FAA
therefore have 1,000 feet of obstacle (and has said that a race track course
terrain) clearance. This gives you a good buffer, reversal is an authorized substitute
but remember that instrument approach for the procedure turn and the
procedures are graphic representations of FAR holding pattern can be considered
Part 97 so that if you descend below the a race track procedure.
specified procedure turn altitude too early, you
The minimum altitude for the race
are in violation of FAR Part 97.
track course reversal is 2,400 feet,
the same figure as the procedure
NoPT turn altitude. When down to
When you arrive from over Green Bay, it looks 2,400 feet, the next altitude is
pretty easy to just “slide over” to the left and 1,340 feet. The descent from
catch the 166° inbound course, which would 2,400 can be initiated when
make it simple to “shoot” a straight-in established on the inbound course
approach. Since the inbound course from of 166°. As soon as you are
Green Bay is so close to the final approach inbound, you are now on the final
segment, it may look like a natural to use approach segment.
166° and eliminate all the flying for the
course reversal — And it is less than 30° Intermediate Segment
difference. Is it legal? Is it authorized? How What happened to the interme-
can you tell? diate segment? On the VOR or
approach without the availability of the VOR.
Along with the DME distance at the fix, the
alphanumeric characters “FF17” appear in
brackets below the D2.4.
All fixes in the GPS database must have an
identifier. When the FAA establishes a five-
letter identifier that is pronounceable and
THE CHOICE OF PROFESSIONALS
unique, the FAA’s identifier is used for the fix
in the database. When an FAA identifier is not
established, a unique five-character identifier
must be established for the fix. The ARINC
424 Specification titled Navigation Database
Standards has been established by industry
and government representatives worldwide
and includes standards for how waypoints
and fixes will be identified when names are
not provided by government authorities.
Since the FAA requires that all GPS
CHOOSE JEPPESEN’S
approaches have a final approach segment IFR SERVICE THAT BEST FITS
that begins at a final approach fix and ends at YOUR NEEDS.
a missed approach fix, a “pseudo FAF” is
established at a location according to Today’s flight information is
specifications established by the FAA. Once changing at an unbelievable
the pseudo FAF is established, then the rate. The addition of new GPS
ARINC 424 rules are applied to create the approaches is just one issue
waypoint identifier. Basically, the ARINC rules adding to the ever-increasing
state that a final approach fix should use the requirement for current,
letters “FF” followed by the runway number. accurate flight information.
Other fixes use letters that are appropriate to Jeppesen's Airway Manual
their use on approaches. For example, missed services have been the choice
approach fixes use the letters “MA,” of pilots for many years. Now,
stepdown fixes use the letters “SD,” runway
more than ever, you should
consider Jeppesen as your
fixes use the letters “RW,” etc.
choice for flight information.
At Manitowoc, the identifier FF17 is used for
Not only do we strive to provide
the waypoint identifier in the database for the you with the highest quality
“pseudo” FAF. One of the important reasons charts and services, we provide
for the pseudo FAF is that it is the location you with a choice of IFR
where the course deviation indicator changes services that can be tailored to
to final approach sensitivity. your flying needs.
If your airplane is equipped with either a DME Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
or approved GPS receiver, you can descend Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
down to the straight-in landing minimums Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
once you have passed 2.4 DME or the FF17 we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
waypoint. For a straight-in landing, the MDA
East, Englewood, CO 80112, USA
is 1,120 feet. If you don’t have either of these Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
receivers in your airplane, then the altitude of call us today to find the service
1,340 feet at the 2.4 DME is your MDA. Visit us on the web: www.jeppesen.com
that best fits your needs.
In either case, the final approach segment ®
TCL graphics technology copyright
© 1999 Marinvent Corporation.
ends at the MTW VOR. By the time you reach
Electronic display device courtesy of Northstar.
the MAP, and if you are still at the MDA
because you haven’t had visual contact with
James E. Terpstra is senior
the runway or its environment, it is really too to the MTW VOR. The missed approach text corporate vice president, flight
late to land if you see the runway at the MAP. completes the missed approach instructions information technology at
The descent gradient from the VOR at the with an indication to hold. The graphic Jeppesen. His ratings include
MDA can’t make a landing happen. A missed depiction in the plan view shows the hold on ATP, single and multi-engine,
approach is then initiated. the 346° radial. The instrument approach airplane and instrument flight
ends at the missed approach hold. instructor. His 6,000+ hours
Missed Approach In the next article, we will continue to apply
include 3,200 instructing.
The icons below the profile view indicate an For comments, please Email:
initial climb to 2,000 feet, followed by a right the segments to approach charts. [email protected]
climbing turn to 3,000 feet, and then direct
The Chart Clinic – Twenty First in a Series
This indicates the non-precision approach is important for those operators who set their
flown in a descent until the MDA, then the altimeters so they read zero upon landing,
altitude is maintained until arriving at the these altitudes then become the flight
missed approach point. Note that the dashed altitudes on the approach. It is also important
line stays level until it is over the end of the to note that all the altitudes in the profile
runway, then begins its sharp upturn. This view are the minimum altitudes unless
illustrates that the non-precision missed designated with the word “mandatory,”
approach point is over the end of the runway. “maximum,” or “recommended.”
The large stylized letter “M” in the profile
BY JAMES E. TERPSTRA view is a further method of highlighting the
MAP location.
Precision FAF
SR. CORPORATE VICE PRESIDENT, JEPPESEN After the procedure turn is completed and
you are established on the localizer inbound,
Marker Beacons
T
his may take a bit of imagination, but a descent can be made to the intermediate
picture a very high wall running down Fan markers (OM and MM) are shown as segment altitude of 6,800 feet. This altitude
the centerline of the final approach vertical shaded areas in the profile view. This of 6,800 feet should be maintained until
course from some point outside the final symbol is used to denote the relatively large intercepting the glide slope (or passing the
approach fix (FAF) to a point beyond the area where the marker beacons can be heard LOM if the glide slope is not used). The
missed approach point (MAP). On that wall, while flying an approach. The letters “MM” intermediate segment ends and the final
we will paint a line representing the flight path for the middle marker are shown immediately
approach segment begins at the LOM. This is
and mark the altitudes to be flown. above the symbol. The outer marker is
depicted by the Maltese cross at the LOM
Additionally, let’s paint some vertical symbols collocated with the locator at Bozeman,
which designates the final approach fix (FAF)
to represent navaids. Since the wall is a couple which is indicated by the solid vertical line at
the locator outer marker position. MANNI, for the non-precision approach (when the
of thousand feet high and quite a few miles
long, obviously it won’t fit into your Jeppesen the name of the locator is shown just above glide slope is not used.)
manual. So, next, we’ll reduce the size to make the LOM symbol. A number of years ago, the FAA created a
it fit the manual, apply some fancy pilot-talk The numbers below the name MANNI and definition for the final approach fix on
name to it, and call it the “approach profile the letters “MM” represent the altitude of the precision approaches. Because FAR Part 121
view.” The only hole in the whole story? The glide slope at the outer and middle markers. and 135 operators can continue the
profile view is not drawn to scale. At the compass locator at the outer marker, approach if the weather goes below
The first profile we’ll look at is an excerpt the altitude of the glide slope is 6,779 feet minimums and the airplane has passed the
from the Bozeman, Montana, ILS Rwy 12 above mean sea level. When flying this ILS final approach fix, it was necessary to define
approach. The most predominant feature approach, you will be 2,340 feet above the a precision FAF when using the glide slope.
which is common to all profile views is the touchdown zone when you cross
heavy, solid black line which represents the the LOM, (assuming you have a
flight track. The flight track is portrayed centered glide slope needle). At the
schematically (not to scale) and depicts the middle marker, you will be 200 feet
altitudes and magnetic courses to be flown. above the touchdown zone. The
On the Bozeman ILS Rwy 12 profile, this 200-foot altitude, when compared
flight track starts at the beginning of the to the straight-in height above
procedure turn and proceeds past the missed touchdown zone (HAT), will give
approach point. On the final approach you an idea of where your missed
segment, the solid line represents the profile approach point is in relation to MM
when using the ILS glide slope. Notice that position. At Bozeman, the decision
the glide slope is intercepted just prior to height is 211 feet, so you will be at
reaching the LOM (locator outer marker) and the DA(H) just before you arrive at
proceeds inbound to the airport via the 118- the MM.
degree magnetic course on the localizer, then
continues to the missed approach point near Procedure Turn
the middle marker. At the missed approach The procedure turn information is
point, the solid line makes a sharp upward depicted to the left in the profile of
turn indicating that a climb should be this ILS approach. The “10 NM” states
initiated immediately upon reaching the MAP that the procedure turn (if flown) is to
if a missed approach is necessary. be executed within 10 nautical miles
The dashed line in the profile just above the of the LOM. When flying the
glide slope represents the flight path for the procedure turn, it should be flown on
non-precision approach. This flight path is the west side of the inbound course.
flown when the glide slope is inoperative or is To stay at least 1,000 feet above all
not utilized. When executing a non-precision obstacles while performing the
approach, you would maintain the procedure turn, an altitude of 7,300
intermediate segment altitude (6,800 feet) feet is considered a minimum. The
until crossing the LOM; therefore, the dashed numbers 2861 in parentheses just
line does not descend until reaching the LOM below the procedure turn altitude
in the profile view. Note that the dashed line represent the altitude above the
descends until a point just prior to the middle touchdown zone, not the altitude
marker, where it levels out into a straight line. above the ground. Altitudes are
The precision FAF is now at the intersection of
the glide slope intercept altitude and the
glide slope. This is indicated on Jeppesen
charts at the beginning of the glide slope

THE CHOICE OF PROFESSIONALS

symbol in the profile view. It is also the point
where the glide slope line begins its descent.
When straight-in landing minimums are
authorized, the touchdown zone elevation
(TDZE) for the straight-in landing runway is
shown in the lower right corner of the profile
view adjacent to the runway symbol. Both the
airport elevation and the TDZE are included in
the Briefing Strip™ when there are straight-in
landing minimums. The touchdown zone
elevation is defined as the highest elevation in
the first 2,300 feet of runway beyond the
landing threshold. Note that the numbers in
parentheses in the profile view relate to the CHOOSE JEPPESEN’S
touchdown zone elevation. These same
numbers relate to the airport elevation when
IFR SERVICE THAT BEST FITS
only circling minimums are authorized. YOUR NEEDS.
The altitude of the glide slope above the
Today’s flight information is
landing threshold is included in the profile
changing at an unbelievable
view. At Bozeman, the glide slope is 53 feet rate. The addition of new GPS
above the landing threshold. This information approaches is just one issue
is included above the touchdown zone adding to the ever-increasing
elevation. As an important piece of trivia, the requirement for current,
53 height is actually the height of the glide accurate flight information.
slope antenna in the airplane (unless the Jeppesen's Airway Manual
aircraft manufacturer has applied a factor to services have been the choice
correct for the antenna location). of pilots for many years. Now,
more than ever, you should
Profile Distances consider Jeppesen as your
choice for flight information.
In most cases, two sets of distances are given
near the bottom line of the profile view. The Not only do we strive to provide
distances below the line represent the distance you with the highest quality
to the landing threshold and the numbers charts and services, we provide
above the line are the distance between fixes you with a choice of IFR
in the profile view. At Bozeman, the location of services that can be tailored to
the final approach fix can be determined by your flying needs.
DME. When the DME reads 7.6 from the BZN Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
VOR DME (not BZN ILS DME), you are at the Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
non-precision FAF. The LOM is 7.1 nautical Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
miles from the landing threshold. Since the we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
distances of 7.6 and 7.1 could easily be
East, Englewood, CO 80112, USA
confused, we decided to eliminate the Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
distance below the line when a fix can be call us today to find the service
determined by the DME as a way of Visit us on the web: www.jeppesen.com
that best fits your needs.
preventing the wrong number to be used to
®
TCL graphics technology copyright
identify the fix by DME. If DME was not © 1999 Marinvent Corporation.
authorized at Bozeman, the number 7.1 Electronic display device courtesy of Northstar.

would be placed below the line at the LOM

location in the profile view to show the James E. Terpstra is senior
distance from the FAF to the runway threshold but the FAA is gradually establishing DME corporate vice president, flight
(or zero point). The numbers above the line fixes at the MAP as a much easier way to information technology at
are the distance between fixes in the profile determine the MAP location. The DME takes Jeppesen. His ratings include
view. At Bozeman, the distance from the LOM all the guess work out of determining the ATP, single and multi-engine,
to the MM is 6.6 nautical miles. MAP location since it wipes out the errors airplane and instrument flight
caused by varying airspeeds and wind speeds instructor. His 6,000+ hours
At Bozeman, the FAA has established a DME on the final approach. include 3,200 instructing.
fix at the non-precision missed approach
In the next article, we will continue the For comments, please Email:
point. In most cases, the missed approach
discussion of the profile view. [email protected]
point is determined by timing from the FAF,
The Chart Clinic – Twenty Second in a Series
Shallow Final Approach Segments below you is 3,200 feet and not the number
in parentheses. In this case, the height above
In the first illustration of a non-precision the surface below you is not significant, but a
profile view, look at the altitudes on the VOR mountain could be below PIEKA as high as
or GPS Rwy 7L/7R approach at Los Angeles, 2,200 feet for the initial approach segments
California International Airport. At DEREY, the into PIEKA.
FAF, the altitude is 1,300 feet and the runway
7R touchdown zone elevation (TDZE) is 125 Intermediate Segment
feet. By adding 50 feet to the TDZE, that is a PIEKA is an intermediate fix, and it is the
BY JAMES E. TERPSTRA descent of 1,125 feet in 5.7 nautical miles. beginning of the intermediate segment to
SR. CORPORATE VICE PRESIDENT, JEPPESEN That computes to be 197 feet per mile, or DEREY. In the TERPs criteria and ICAO Pans-
1.86 degrees. Very shallow! On the other Ops documents, the intermediate segment is
hand, the ILS glide slope minimum rate of

I
f you want to start a lively discussion, call used to slow the airplane down and get it
the non-precision approach a “dive and descent is 318 feet per mile, or three degrees. configured to enter the final approach
drive” approach. Is there truth to the If you fly a constant descent rate of about segment. The intermediate segment has an
term? Is it derogatory? Are these approach three degrees on the LAX VOR approach, you optimum descent gradient of only 150 feet
procedures designed to encourage “dive and will be down to the minimum descent per nautical mile. The actual angle from
drive” flying? Can all non-precision altitude (MDA) in 2.2 miles, or 3.5 miles PIEKA to DEREY is 2.00 degrees which is less
approaches be flown with constant descent before the end of the runway. than the maximum of 3 degrees for the
angles similar to an ILS? Should they?
There are advantages and disadvantages in intermediate segment and it is still less than
To answer some of those questions, we reaching the MDA so early. The advantage is the normal precision final approach segment.
should look at the instrument approach that you get plenty of time to look for the PIEKA intersection is formed by the FIM
procedure design specifications in the TERPs runway, or its environment, while flying at (Fillmore) 148º radial, the 14.2 DME from the
criteria. By design, the ILS glide slope is the MDA. The disadvantage in many LAX VORTAC, and the 068º inbound course
specified to be a minimum of three degrees. airplanes is that at the lower approach to LAX. To keep the profile view clean and
This means that ILS approaches are designed speeds, the body angle is high and it is hard uncluttered, we decided to include only the
to be flown as constant angle descents from to see over the panel. So with the descent DME values in the profile view since they are
the final approach fix (FAF) all the way down from the FAF, level off at the MDA, then the values that continue to change while on
to landing. That is not true for non-precision another descent to the runway, one can easily final. The intersection values are referred to
approaches. Non-precision approaches were see where the term “dive and drive” comes once when setting them up to form the
not designed for optimum descent rates - from. There is also a strong inclination to start intersection, and from that point you only
they were designed so that we as pilots descending below the MDA early if there is have to watch the movement of the VOR
would be at the minimum altitude in each visual ground contact. Statistically, the largest needle to tell when you are at an intersection.
segment of the approach. Specifically, the percentage of fatal accidents happen in the Also, to keep the chart presentation clean,
altitude over the FAF approach fix was last portion of non-precision approaches. only the letter “D” is included with the DME
designed to be the minimum altitude to clear
Looking at some of the specific procedure values to indicate that an intersection or fix
all obstacles in the intermediate segment by
information on the Los Angeles chart, the can be formed by a DME.
500 feet.
profile view starts at PIEKA intersection. By Each type of fix has a different symbol in the
referring to the plan view you can profile view to assist in telling the type of fix
see that the thickest line on the to expect when flying the approach. Since
approach procedure is the line PIEKA and DEREY are intersections, a vertical
from PIEKA to the missed dashed line is used for their depiction. The
approach point. In the plan view, VOR has a solid black vertical line that tapers
the altitude and distances are not from larger at the top to smaller at the
shown since all this information is bottom. An NDB is depicted the same way
depicted in the profile view. The since it is a navaid. On the approach at Los
altitude at PIEKA is 3,200 feet Angeles there is a VDP indicated by the
since that is the altitude when stylized letter “V.” The vertical line for a VDP
arriving there from the transitions is a very thin vertical line since it is not a
from SADDE and TANDY that are mandatory fix when shooting the approach.
shown in the plan view. The other fixes in the profile at Los Angeles
Parenthetical Heights are required for this approach.

When at PIEKA, the MSL altitude Visual Descent Point

is 3,200 feet and the height On the final approach segment at Los Angeles
above the TDZE is 3,075 which is the FAA has established a visual descent point
shown in parentheses. Remember (VDP). By definition, the VDP is at the
that the numbers in parentheses intersection of the lowest MDA and a three-
are not above the ground degree descent to the runway. With the latest
below you. When at PIEKA, you TERPs change, the VDP angle will be the same
are over the Pacific ocean (obviously sea as the visual guidance slope indicator (VGSI)
Los Angeles, Calif, VOR or GPS Rwy 7L/R level), so your height above the surface where it exists on the straight-in landing
runway. VGSI is another way of saying VASI
(visual approach slope indicator) or PAPI
(precision approach path indicator). A VDP is
established only at locations where there is a

THE CHOICE OF PROFESSIONALS

DME to establish its position. The VDP is
primarily an advisory location to help establish
where a normal descent to the runway can be
flown from an MDA. This helps to keep the
airplane above obstacles until a normal final
descent is made.
At Los Angles, the missed approach point is
at the LAX VOR which is 0.7 miles prior to the
end of the runway. Notice there are two
arrows after the MAP. The upper one
indicates a pull up for the missed approach
procedure after the VOR and the other one
indicates that the portion of the approach
from the VOR to the runway is flown in visual CHOOSE JEPPESEN’S
conditions. Remember the missed approach
can be executed from any place on final, but
IFR SERVICE THAT BEST FITS
the exact track for the final approach must be YOUR NEEDS.
flown until passing the VOR. A missed
approach climb can be started significantly Today’s flight information is
before the VOR (as long as ATC knows). changing at an unbelievable
rate. The addition of new GPS
There is a small vertical line above the runway approaches is just one issue
threshold to indicate the end of the segment adding to the ever-increasing
after the VOR. This is the end of the 0.7 mile requirement for current,
segment. The TDZEs for both runways are accurate flight information.
shown above the runway symbol since this Jeppesen's Airway Manual
approach is designed for straight-in landings services have been the choice
on both runway 7L and 7R. of pilots for many years. Now,
more than ever, you should
Minimum, Maximum, etc. consider Jeppesen as your
All the altitudes in the Jeppesen profile views choice for flight information.
are minimum altitudes except where Not only do we strive to provide
specifically stated as maximum, mandatory, or you with the highest quality
recommended. Look at the profile view for the charts and services, we provide
Oakland, California GPS Rwy 11 approach. you with a choice of IFR
The final approach fix altitude at SACJU is a services that can be tailored to
mandatory altitude of 1,800 feet. The letters your flying needs.
“MANDATORY” are included in all capital Whether it be JeppView, our
Eastern Hemisphere: Jeppesen GmbH, Frankfurter
letters so they are easily seen. At Oakland, it is terminal charts on CD-ROM, or
Str. 233, 63263 Neu-Isenburg, Germany
important to be AT 1,800 feet at SACJU since Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
the departures out of San Francisco we are sure to have the charts
International Airport just to the south need the Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
airspace above the FAF into Oakland. East, Englewood, CO 80112, USA
Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
The altitude indicators of MAXIMUM and call us today to find the service
RECOMMENDED were used occasionally in Visit us on the web: www.jeppesen.com
that best fits your needs.
the past, but are very rare today. TCL graphics technology copyright
®
© 1999 Marinvent Corporation.
After passing SACJU at Oakland, there is a
Electronic display device courtesy of Northstar.
stepdown fix that is known as an ATD fix.
ATD are the letters meaning along track
James E. Terpstra is senior
distance and are used to indicate corporate vice president, flight
the formation of the stepdown fix information technology at
as 1.8 miles along the track prior to Jeppesen. His ratings include
the RW11 which is the missed ATP, single and multi-engine,
approach point. airplane and instrument flight
instructor. His 6,000+ hours
In the next article, we will continue include 3,200 instructing.
looking at the profile view with an For comments, please Email:
Oakland, Calif, GPS Rwy 11 emphasis on constant angle descents. [email protected]
The Chart Clinic – Twenty Third in a Series
Constant Angle ground speed while flying a final approach
segment, it might be suggested to add a few
Non-Precision Approaches feet per minute to the descent rate to ensure
that you don’t overshoot the runway
In the Jeppesen NavData™ database for
airborne systems such as GPS and FMS, there threshold.
is a vertical navigation (VNAV) angle for Using this procedure, you generally will reach
virtually every non-precision approach your MDA at about the distance from the
procedure in the world. All of the descent runway that is the same as the minimum
angles are based on a series of rules which are visibility. In some cases, the visibility might be
BY JAMES E. TERPSTRA written in the ARINC 424 specifications. The slightly different from the distance when
rules essentially state that a straight line will reaching the MDA because of lighting or
SR. CORPORATE VICE PRESIDENT, JEPPESEN be drawn from 50 feet above the runway higher MDAs.
threshold back up to the altitude

W
hen you descend down to the
minimum descent altitude (MDA), at the FAF. A calculation will then
is it a “hard” altitude? Can you be made to determine the angle
descend below the MDA while still in for the descent line. This is the
instrument conditions? What about the method specified in both the
decision altitude (DA)? Is it legal to descend TERPs criteria and the ARINC specs
below the DA while executing a missed and is rounded to one hundredth
approach? Why is there a difference? of a degree. The descent angle will
be at least 3.00°. If the computed
descent angle is less than 3.00°, the angle will
MDA Protection be raised to the minimum of 3°. Descent Angles to Clear
As can be seen from the illustration, the MDA
is protected starting at one mile after first
When flying this VNAV descent angle, you Stepdown Fixes
can fly a stabilized descent from the FAF to a On many approaches, a straight line from the
receiving the FAF all the way to the missed landing. In order to display this new final approach fix down to the TCH is actually
approach point (MAP). Obstacles within the information, all the non-precision approach too low for a stepdown fix and will cross the
first mile after the FAF that fall below the 7:1 charts produced by Jeppesen will have a stepdown fix below its minimum altitude. In
slope do not need to be considered in modified profile view and conversion table these cases, the descent angle is calculated
establishing the MDA. According to the beginning in an early December 1999 from the altitude at the TCH back up to the
TERPs criteria, the MDA is the lowest altitude revision. The first profile view illustration stepdown fix altitude. By FAA and ICAO Pans
to which descent shall be authorized in shows a sample of the new profile view. Ops criteria, the stepdown fix descent rate to
procedures not using a glideslope. Aircraft the runway has to meet the same criteria as
are not authorized to descend below the Look at the profile view and note the dotted
any other portion of the final approach
MDA until the runway environment is in sight line from the RIDER intersection (FAF) to the
segment. The optimum descent gradient on
and the aircraft is in a position to descend for runway threshold. The dotted line will always
the final approach segment is 300 feet per
a normal landing. match the angle in the database. To show
mile (close to 3°) and cannot be steeper than
that the descent line is computed and in the
400 feet per mile (3.77°).
database, the dotted line is shown in a gray
color rather than the dark black lines used for
On the profile view that shows KENDO as the
the other profile view information. The
FAF, notice that there is a short level segment
computed descent angle is 3.23° and is
after the FAF. This means that the descent
included in brackets to show the database
angle of 3.50° is not from the FAF, but was
information.
calculated between the stepdown fix and the
Also included in the profile view is the runway threshold. To fly the 3.50° descent
Because of the design of the MDA, the threshold crossing height (TCH) which has a angle to the runway, the descent is delayed
obstacle which controls the MDA could be default value of 50 feet. The value may be until 6.9 NM to RW29. This distance is shown
close to the end of the runway and actually other than 50 feet when it is determined to in gray just after the FAF, and is marked by a
penetrate through a line which proceeds have a different requirement because of small vertical line at the point of the delayed
straight from the FAF to the end of the various government criteria. On this descent.
runway. This is the reason the MDA must be approach, the missed approach point is the
maintained all the way to the missed threshold on runway 36. The identifier RW36
approach point (MAP) and a descent below is shown in the profile view inside of brackets Using the MDA as a DA
the MDA is not authorized until visual and in a gray color to depict the database There are many aircraft today that are
conditions exist. identifier for the MAP. equipped with vertical navigation equipment
and are capable and authorized to fly the
The conversion table also shows the descent
The MDA for straight-in landings can be as computed descent angle on non-precision
angle in brackets and in hundredths of a
low as 250 feet and the MDA for approaches approaches. Because of this capability and
degree. The most valuable information for
where only circling minimums exist can be as the airlines’ desire to use more of the
aircraft not equipped with VNAV is the
low as 350 feet for category A aircraft and capability in their FMSs, the FAA issued a Joint
descent rate in feet per minute at various
higher for the other aircraft categories. The flight Standards handbook bulletin for Air
ground speeds. Assuming a ground speed of
MDA typically is higher than the minimum Transportation (HBAT) and General Aviation
100 knots, a descent rate of 571 feet per
because of obstacles, remote altimeter (HBGA). The Bulletin number is HBAT 99-08
minute should accomplish a stabilized
sources, and other factors such as excessively and HBGA 99-12 and is applicable to
descent from the FAF to the runway. Since it
long final approach segments. operators under FAR 121, 125, 129, or 135.
is virtually impossible to maintain a perfect
The profile view with KENDO as the FAF
shows a slightly different depiction of the
descent angle. Instead of a dotted line, there
is a dashed line from the FAF down to the
MDA. Note that the dashed line stops at the
MDA and is followed by a small arrow that
curves up at the MDA. This shows that the
MDA can be used as a DA(H).
THE CHOICE OF PROFESSIONALS
Once the statement is made that the MDA
can be used as a DA(H), a lot of explaining is
necessary. And a lot of conditions must be
met.
There is a small ball flag with the number “1”
at the bottom of the dashed line. The ball flag
refers to the note that states, “Only
authorized operators may use VNAV DA(H) in
lieu of MDA(H).” First, special approval from
the FAA is necessary for each operator to gain CHOOSE JEPPESEN’S
this new benefit. And - the approval is only
for certain airplanes used by the operator. IFR SERVICE THAT BEST FITS
And the big “IF.” The MDA may be used as a YOUR NEEDS.
DA only if there has been a visual segment
obstacle assessment made for the straight-in Today’s flight information is
landing runway. The FAA has stated that changing at an unbelievable
there has been an obstacle assessment when rate. The addition of new GPS
the runway has a VASI or PAPI as a visual approaches is just one issue
guidance system indicator, an electronic adding to the ever-increasing
glideslope, or an RNAV approach published requirement for current,
with a decision altitude. accurate flight information.
Jeppesen's Airway Manual
Since an obstacle assessment has been made, services have been the choice
the FAA has authorized the DA since it is of pilots for many years. Now,
assumed that a momentary descent will be more than ever, you should
made below the DA during the execution of consider Jeppesen as your
a missed approach. choice for flight information.
When there is a VDP, it should be at the point Not only do we strive to provide
where the descent angle meets the MDA. you with the highest quality
Most aviation authorities and industry leaders charts and services, we provide
have recognized the safety benefits that will you with a choice of IFR
be gained by reducing the number of non- services that can be tailored to
precision approaches that don’t have vertical your flying needs.
guidance. The addition of vertical guidance Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
should help to reduce the number of CFIT Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
(controlled flight into terrain) accidents. Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
Recently, the NTSB has recommended that we are sure to have the charts
aircraft with onboard capabilities for vertical Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
guidance should be required to use them East, Englewood, CO 80112, USA
during non-precision approaches. They have Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
also recommended that within 10 years all call us today to find the service
Visit us on the web: www.jeppesen.com
non-precision approaches approved for air that best fits your needs.
carriers should incorporate constant-angle ®
TCL graphics technology copyright
© 1999 Marinvent Corporation.
descents with vertical guidance from
Electronic display device courtesy of Northstar.
onboard systems.

In the next James E. Terpstra is senior

article, we will corporate vice president, flight
begin the information technology at
discussion of Jeppesen. His ratings include
missed ATP, single and multi-engine,
approaches. airplane and instrument flight
instructor. His 6,000+ hours
include 3,200 instructing.
For comments, please Email:
[email protected]
The Chart Clinic – Twenty Fourth in a Series
final approach fix to the runway threshold instead of DH since the minimum altitude of 215
exceeds 400 feet per nautical mile, straight-in feet is actually an altitude and not a height. The
landing minimums are not authorized. number in parentheses just to the right of the
The letters A, B, C and D at the left of the decision altitude is the height above touchdown
minimums box represent the aircraft categories. zone (HAT). An HAT figure is used for straight-in
The aircraft categories are based on a speed landing minimums. The DA and HAT can be
equal to 1.3 times Vso at the maximum verified by cross checking the touchdown zone
certificated landing weight. When the TERPs elevation of 15 feet next to the runway in the
criteria were first implemented in 1967, the profile view.
BY JAMES E. TERPSTRA aircraft weight was also used to determine the If the touchdown zone (TDZ) lights or the
aircraft category, but the weight has now been centerline lights are not in service, refer to the
SR. CORPORATE VICE PRESIDENT, JEPPESEN eliminated. The aircraft categories are: next column to the right, and note that the
visibility has increased from 1,800 feet RVR to

S o far everything is going okay. Approach Category A: Speed less than 91 knots.
2,400 feet RVR.
Control has cleared us for the approach, Category B: Speed 91 knots or more but less
we are final approach fix (FAF) inbound, than 121 knots. If the glide slope is not used, the approach is no
flaps are set, the gear’s hanging, and the tower Category C: Speed 121 knots or more but less longer a precision approach and the minimum
says, “cleared to land, RVR now 1800 feet.” That than 151 knots. altitude becomes a minimum descent altitude
statement usually makes us sit a little tighter in Category D: Speed 141 knots or more but less (MDA) instead of a decision altitude. At Reagan
the seat. And, frequently, it means that the airport than 166 knots. National, when the glide slope is not used, the
is below landing minimums for some operators. Category E: Speed 166 knots or more. MDA becomes 480 feet. The number in
About this time, our scan of the panel breaks a (Category E pertains to a couple of military parentheses to the right of the MDA is still a
little longer than normal to look at those aircraft and is not included on Jeppesen height above touchdown zone (HAT) even
minimums again. Jeppesen’s philosophy is “give approach charts.) though the glide slope is inoperative. The
the pilot all the minimums information needed number remains an HAT since the MDA is a
The aircraft categories apply to both straight-in specified altitude above the touchdown zone of
on the applicable charts.” This means that
landing and circle-to-land minimums. Since the the straight-in landing runway. Note that the
inoperative components don’t send you digging
categories are based on a computed number and MDAs are rounded to the higher 20-foot
into the FARs or a table to find out how much
not the actual approach speed, there are many
the minimums have gone up. Just move your increment (10 feet in some countries) and the
who recommend using the category appropriate
eyes slightly to the right and the adjusted DAs are to the nearest foot.
for the approach speed, not the stalling speed
minimums are there. All circle-to-land minimums are expressed as an
times 1.3. In some countries (not the USA), it is
Let’s look at the minimums in the first illustration required that you use the actual approach speed MDA even though the glide slope may be used to
for ILS Runway 1 at Reagan National Airport in rather than the computed value. descend to a circling MDA. The circle-to-land
Washington, D.C. Notice that the lowest MDA is usually higher than the straight-in landing
minimums are to the far left. As components or Minimum Altitudes MDA. This is because the TERPs criteria specify
visual aids go inop, the minimums go higher to The minimum altitudes for landing are spread that the lowest circle-to-land MDA will not be less
the right in the minimums box. across the top of the minimums box and include than 350 feet above the airport, whereas the
At the top of each minimums box is the altitudes labeled as DA, MDA, HAT and HAA. At straight-in landing MDA can be as low as 250 feet
statement which specifies the only runway Washington National, there are three main above the landing touchdown zone elevation.
where straight-in landing minimums apply. If columns titled “ILS,” “LOC (GS out),” and The altitude in parentheses to the right of the
straight-in landing minimums apply to any other “CIRCLE-TO-LAND.” The column to the farthest circling MDA is expressed as the height above the
runway, such as a side step runway, a separate left under the ILS title is labeled as “FULL,” which airport (HAA). Since the circle-to-land minimums
column will be listed. means the four components of a Category I ILS are not referenced to any one runway, the
(localizer, glide slope, outer marker, and middle touchdown zone elevation is not applicable and
A block of minimums on the right side of the
marker) and the associated visual aids. It is the airport elevation is used. A cross-check of this
minimums box includes the circle-to-land
interesting that FAR 91.175 still lists the middle can be verified by comparing the circle-to-land
minimums which apply to all runways other than
marker as a basic component of the ILS even MDA and HAA with the airport elevation.
the runway specified at the left in the minimums
though its loss has no effect on landing
box. At some airports, straight-in landing
minimums are not authorized since the final minimums. Since an MM that is inoperative no Visibilities
longer causes the landing minimums to be The normal Category I ILS straight-in landing
approach course is more than 30 degrees from
raised, many of the middle markers are being minimum visibility is one-half statute mile. If
the landing runway, or the airplane may not be
removed. Some countries still have a penalty for touchdown zone lights and centerline lights
in a position from which a normal landing can be
the MM out. are available, this minimum visibility can be as
made. Whenever the descent gradient from the
low as an RVR of 1,800 feet. At Reagan
At Reagan
National, the landing visibility is an RVR of
National, the full
1,800 feet or 1/2 mile of meteorological
ILS authorizes
observed visibility when all the lights are
you to descend
working. The RVR is applicable only to Runway
to 215 feet as
1 and cannot be used to determine the
the decision
visibility for landing on another runway.
altitude. You will
notice that all When some of the components or visual aids are
p r e c i s i o n not available, the landing visibility may be
l a n d i n g adversely affected. When the approach light
minimums are system (ALS) is out, the visibility is increased to
labeled as DA(H) an RVR of 4,000 feet or 3/4 mile.
FAR 91.175 “Takeoff and Landing under IFR”
states that “a compass locator or precision radar
may be substituted for the outer or middle
marker.” It also states that “DME, VOR, or
nondirectional beacon fixes authorized in the
standard instrument approach procedure or
surveillance radar may be substituted for the
outer marker.” This authorization was very
THE CHOICE OF PROFESSIONALS
important when penalties were required with the
loss of the marker beacons, but the substitution
is not as relevant today. Part 91 pilots still must
receive the OM or an authorized substitute.
If the glide slope is out, the authorized visibility
minimums are increased for aircraft categories A,
B, C, and D. If the glide slope and Approach
Lighting System (ALS) is also out, the visibilities
are increased even more. Note that the visibility
for category D aircraft with the GS and ALS out
is expressed in miles only since 1-1/2 miles are CHOOSE JEPPESEN’S
beyond the range of the RVR.
The circle-to-land MDA and minimum visibility
IFR SERVICE THAT BEST FITS
are usually different for every aircraft category. YOUR NEEDS.
Category A Airplanes have an MDA of 620 feet
and a visibility of one mile. The MDA for Today’s flight information is
Category B airplanes is increased 40 feet to 660 changing at an unbelievable
feet and the Category C circle-to-land visibility is rate. The addition of new GPS
increased to 1 3/4 statute miles. Category D approaches is just one issue
airplanes have the highest MDA of 700 feet with adding to the ever-increasing
a visibility of 2 1/4 miles. requirement for current,
Note the restriction to circling for Category C accurate flight information.
and D aircraft shown below the circling Jeppesen's Airway Manual
minimums. Circling is not authorized Northeast services have been the choice
of runways 15/33 for the larger airplanes. Since of pilots for many years. Now,
the Washington National airport is so close to more than ever, you should
downtown Washington, D.C., circling northeast consider Jeppesen as your
of the airport could easily stray into P-56, the choice for flight information.
prohibited area over the White House. Not only do we strive to provide
It can easily be seen why the circling approaches you with the highest quality
should be kept in close to the airport since the charts and services, we provide
protected areas do not have that large of a you with a choice of IFR
margin. A minimum of 300 feet above all services that can be tailored to
obstacles is provided for all aircraft categories your flying needs.
within the respective areas. The areas become
Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
significantly larger for high-speed airplanes. The
Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
radii and lowest MDAs for circling to land are
Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
specified in the table below.
we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
East, Englewood, CO 80112, USA
Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
call us today to find the service
Visit us on the web: www.jeppesen.com
that best fits your needs.
®
TCL graphics technology copyright
© 1999 Marinvent Corporation.
Electronic display device courtesy of Northstar.

James E. Terpstra is senior

corporate vice president, flight
information technology at
Lowest Standard Circling Minimums Jeppesen. His ratings include
Approach Category Radius (R) in Miles
ATP, single and multi-engine,
A 1.3 Approach airplane and instrument flight
B 1.5 Category A B C D instructor. His 6,000+ hours
C 1.7 HAA in feet 350 450 450 550 include 3,200 instructing.
D 2.3 Visibility For comments, please Email:
E 4.5 in miles 1 1 1-1/2 2 [email protected]
The Chart Clinic – Twenty Fifth in a Series
Minimum Descent Height above the
touchdown zone (HAT), and not the height
Complex Approach Minimums
The minimums for Pasco, Washington VOR
above the airport (HAA). On this approach,
or GPS Rwy 21R represent one of the most
Category A, B, C, and D aircraft are authorized
complex sets of minimums for a non-
for the same straight-in landing MDA(H), but
precision approach. To get the lowest
have different visibility minimums.
MDA(H) of 840 feet at Pasco, you must
meet all of the following conditions: (1)
The circle-to-land minimums are included at
obtain a local altimeter setting; (2) be able
the right side of the minimums table similar
to identify the 2.5 DME fix; and (3) land
BY JAMES E. TERPSTRA to the circle-to-land minimums on ILS
straight-in on runway 21R. With this many
approaches. The big difference in the mini-
SR. CORPORATE VICE PRESIDENT, JEPPESEN options available, the minimums seem to
mums, however, is that the numbers in
take up most of the space on the approach
he typical non-precision approach parentheses are Heights Above Airport (HAA)

T procedure may not require tuning of

a myriad of radios, but neither does it
allow minimums as low as a precision
since circling minimums are based on the
airport elevation and not a
runway or TDZ elevation. In
chart. These options also affect the size of
the profile view of the approach chart.

approach. This article will continue the most cases, as is seen at

discussion of the approach charts by look- Akron, the faster categories
ing at the non-precision minimums table. of aircraft have higher circle-
to-land minimums.
VOR Approach Minimums Although not shown on the
chart, the TERPs circling
The minimums table for VOR and NDB
areas for each category are
approaches normally contains significantly
not to be exceeded while
less data than for ILS approaches since fewer
making a circling approach,
options are available. However, some VOR
regardless of the published
and NDB approaches give credit for
visibility. The TERPs circling
approach lighting systems, high-intensity
area radii for category A is –
runway lights, and runway alignment
1.3 NM, B – 1.5 NM, C – 1.7
indicator lights. These approaches use more
NM, and D – 2.3 NM. The PASCO, WASH VOR or GPS Rwy 21R
complex minimums tables to reflect
circling minimum visibilities
increased minimums when the visual aids
sometimes are larger than the circling areas
are unavailable and visibility credits are When a stepdown fix, such as the 2.5 DME
– but the TERPs circling areas still apply. If you
taken away. fix, is provided, the altitude over the
fly the circling approach at a higher speed
stepdown fix typically becomes the MDA(H)
than the straight-in
if the fix is not identified. At Pasco, the
landing, you should
altitude over the stepdown fix is 1,040 feet,
move to a higher
assuming a local altimeter setting is obtained
approach category in
at the airport. The Ball Flag 1 to the left of
many cases.
the stepdown fix altitude in the profile refers
you to the note which specifies an altitude of
Sometimes, only circle-
1,200 feet over the 2.5 DME fix if the Walla
to-land minimums are
Walla altimeter setting is used.
authorized on an
approach chart. When
When a double stacked set of minimums is
that happens, the
provided, the lowest minimums are to the
AKRON, COLO VOR Rwy 29 conditions required for
left in the upper box. When the 2.5 DME fix
straight-in landing
Intersection is not identified, the MDA of
minimums were not
Non-precision approaches, such as VOR and 1,040 feet is shown in the right side of the
met. In order for straight-in landing
NDB approaches, only include minimum upper straight-in landing minimums box.
minimums to be authorized, three
descent altitudes (MDAs) in the minimums All of the minimums in the upper minimums
conditions must be met. First, the final
boxes and do not include a DA(H) (decision box are authorized only when a local
approach segment must be aligned within
altitude and height) as minimum altitudes. altimeter setting is available. This applies to
30° of the straight-in landing runway.
Similar in philosophy to the ILS minimums, the both the straight-in landing and circle-to-
Second, the final approach segment must
lowest landing visibility minimums are land minimums.
cross the runway threshold, or at least the
included at the left of the minimums table. The
extended runway centerline within 3,000 or
straight-in landing runway is specified both in When the altimeter setting is derived from a
5,200 feet (depends on whether the navaid
the minimums box and in the title. Refer to the remote source more than five miles from the
is on or off the airport). And third, the final
landing minimums for the VOR approach for airport reference point (ARP), the MDA(H) is
approach segment descent gradient cannot
Akron, Colorado and note that only Runway increased by a factor that considers both the
exceed 400 feet per nautical mile (3.77°). In
29 is authorized for straight-in landing distance to the remote altimeter as well as
some cases, the final approach segment is
minimums. When landing straight-in, you may the elevation difference between the landing
exactly lined up with the runway but the
descend to the MSL altitude of 5,120 feet. airport and the remote altimeter airport. At
descent gradient is too steep. In these cases,
Since straight-in landing minimums are Pasco, this raises the MDA 160 feet when the
you can still land straight in even though
authorized, the number in parentheses (439') altimeter setting is obtained from Walla
only the circling minimums are published.
to the right of the MDA represents the Walla. This change in the altimeter source
requires you to look in the lower set of min-
imums to find the appropriate MDA(H) for
straight-in and circle-to-land minimums.

The preceding discussion of minimums at

Pasco should remind us of one important
thing – you should review the approach
chart before flying the final approach
THE CHOICE OF PROFESSIONALS
segment inbound.

Conversion Table
Toward the bottom of each approach
procedure chart, a conversion table is
provided. This table relates the airplane
ground speed to the recommended descent
rate and time from the FAF to the non-
precision missed approach point (MAP). To
be a real purist, the ground speed in the
conversion table should be calculated by CHOOSE JEPPESEN’S
applying pressure altitude and temperature IFR SERVICE THAT BEST FITS
to the calibrated airspeed to arrive at the
true airspeed. Then, the wind should be
YOUR NEEDS.
applied to the true airspeed to get an Today’s flight information is
accurate ground speed. And – this means changing at an unbelievable
you have to fly the same numbers all the rate. The addition of new GPS
way down final. If you have DME and the approaches is just one issue
DME station is directly in front or behind adding to the ever-increasing
you, you can get your ground speed from requirement for current,
the DME. accurate flight information.
Jeppesen's Airway Manual
On ILS approaches, the glide slope angle is services have been the choice
expressed in decimal degrees on the line of pilots for many years. Now,
below the ground speeds. The figures in the more than ever, you should
ground speed line represent the consider Jeppesen as your
recommended rates of descent to maintain choice for flight information.
the glide slope at the stated ground speeds.
Not only do we strive to provide
Some pilots use this as a check to monitor
you with the highest quality
the wind shear, which is noticed by a
charts and services, we provide
significant increase or decrease in the
you with a choice of IFR
descent rate to maintain the glide slope. services that can be tailored to
your flying needs.
The bottom line of the conversion table
specifies the time from the final approach Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
fix to the missed approach point for non- Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
precision approaches. This timing will not Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
work correctly for determining the distance we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
from the final approach fix to the decision East, Englewood, CO 80112, USA
altitude since the decision altitude is usually Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
one-half mile prior to the end of the runway. call us today to find the service
The distance of 6.3 (nautical miles) in the Visit us on the web: www.jeppesen.com
that best fits your needs.
bottom line is the distance from the FAF to TCL graphics technology copyright
®
the runway threshold at the Denver © 1999 Marinvent Corporation.
Centennial Airport. This distance will not be Electronic display device courtesy of Northstar.

the same when the non-precision missed

approach point is at a location other than means of identifying the missed approach James E. Terpstra is senior
the end of the runway or displaced point is required, such as DME for a DME- corporate vice president, flight
threshold. There are some cases where only fix at the MAP on a VOR DME information technology at
timing is not included. This means that approach. Jeppesen. His ratings include
timing is not authorized, and another ATP, single and multi-engine,
In the next issue, we will analyze additional airplane and instrument flight
instructor. His 6,000+ hours
approach minimums. Additionally, missed
include 3,200 instructing.
approach procedures will be discussed.
For comments, please Email:
[email protected]
DENVER, COLO ILS Rwy 35R
The Chart Clinic – Twenty Sixth in a Series
FAA has prescribed straight-in landing mini-
mums to the “other” runway which does
not have the localizer installation. This was
done so that the circle-to-land minimums
do not have to apply to the “other” runway.
The sidestep minimums are authorized
when the centerlines of the parallel runways
are no more than 1,200 feet apart. When
the sidestep maneuver is authorized for the
non-ILS runway, a separate straight-in land- EAGLE, COLORADO circle-to-land minimums
BY JAMES E. TERPSTRA ing minimum column will be included in the
SR. CORPORATE VICE PRESIDENT, JEPPESEN ous terrain around an airport is so signifi-
minimums box. For example, the ILS
cant, some night operations may be limited
Runway 28L approach to San Francisco has
or not authorized at night. This is true for the

Y
ou are shooting the ILS Rwy 28L a minimums column titled “SIDESTEP
approach. After you report the marker landing minimums at Eagle, Colorado.
LANDING RWY 28R.”
inbound, the tower advises you to Notice the note below the circle-to-land min-
The straight-in landing minimums for the imums on the Eagle approach chart that
expect landing on Runway 28 Right. Can
localizer-equipped runway are for Runway states that “Circling is not authorized South
you land on the parallel runway that does- 28L, shown on the left side of the mini-
n’t have the straight-in landing minimums of Runway 7-25 at night.” This is because of
mums box. The sidestep straight-in landing
and still not have to use circling minimums? the very high mountains that cannot be seen
minimums for Runway 28R are shown to the
right. Since the glide slope cannot be used at night when below the MDA.
Sidestep Minimums all the way to runway 28R, the landing min- Where is “South of Runway 7-25” which is
At some airports, where an ILS approach is imums are expressed as a minimum descent the area not authorized? If you imagine a
installed on one of two parallel runways, the altitude rather than a DA(H). straight line which extends down the cen-
The MDA of 460 feet for terline of Runway 7-25 and then extend
Runway 28R is 250 feet that line way out beyond both ends of each
greater than the DA(H) for runway, no flight operations can be con-
ducted on the south side of that imaginary
28L, but is significantly
line. The TERPs criteria limits night opera-
better than the circle-to-
tions because of close-in unlighted obstacles.
land minimums of 740,
When is night? FAR 1.1 General Definitions
940, 1060, or 1260 feet if
state: “Night means the time between the
the sidestep landing
end of evening civil twilight and the begin-
maneuver was not listed
ning of morning civil twilight as published
as a separate set of mini- in the American Air Almanac, converted to
mums. The visibility mini- local time.” The sunset and sunrise tables
mums, however, are high- are also included in the Jeppesen J-AID.
er for the sidestep runway.
When can you break off
from the localizer to land
Missed Approaches
Making a missed approach is not the most
on Runway 28R? You can
fun part of a procedure and besides, it never
start the sidestep maneu-
seems to happen at the right time. But, it is
ver as soon as the runway
with us and it can be very important.
environment is in sight.
There are three places on the approach
What is not obvious by chart where the missed approach informa-
looking at the stated mini- tion can be found. The principal missed
mums is that most US air- approach information in narrative style is
lines have elected to elim- located at the top of the approach chart of
inate circle-to-land opera- the new Briefing StripTM format. The missed
tions and the minimums approach terminology used in the heading
for circling in those cases group is the same as the words used by the
automatically get raised to government approach procedure design
at least 1000-3 (VFR) if not specialists when they designed the
landing on the straight-in approach procedure.
landing runway.
The missed approach procedure is graphical-
ly depicted in the plan view using a dashed
Night Minimums heavy line and the initial portion is depicted
Occasionally, operations at with icons below the profile view. The missed
an airport may be limited approach procedure track in the plan view is
at night. Because runway depicted similar to an airplane’s missed
lighting is required for approach flight path; but that does not nec-
approval of night instru- essarily indicate that it is drawn to scale.
ment operations, some When a missed approach procedure termi-
approaches are authorized nates in a holding pattern, the holding pat-
only during the day. In tern is depicted in the plan view with a light
some cases, the mountain- weight line whereas a holding pattern
shown with a thick line is part of the prima-
ry procedure.
The missed approach procedure for San
Francisco, California represents a typical
missed approach from a precision approach
procedure. When arriving at the decision
height when using the glide slope or when
reaching the non-precision missed
THE CHOICE OF PROFESSIONALS
approach point at the runway when not
using the glide slope, if you do not have
visual contact with the runway environment
or are not in a position from which a normal
landing can be made, then the missed
approach procedure should be followed.
In the profile view at San Francisco, there are
two different pull-up arrows that are depict-
ed. One is shown on the glide slope symbol
indicating that the missed approach would
be executed before reaching the runway CHOOSE JEPPESEN’S
when using the glide slope. If the glide slope IFR SERVICE THAT BEST FITS
is not used, then the dashed line after pass-
ing the FAF shows a level flight segment at YOUR NEEDS.
the MDA. The missed approach pull-up
arrow for the non-precision approach begins Today’s flight information is
at the runway threshold at the letter “M” changing at an unbelievable
symbol indicating the non-precision MAP. rate. The addition of new GPS
approaches is just one issue
At San Francisco, you should climb to the adding to the ever-increasing
SFO VOR and then continue to climb requirement for current,
straight ahead to 3,000 feet and fly out- accurate flight information.
bound on the SFO VOR 280° radial to the Jeppesen's Airway Manual
OLYMM intersection and then enter the services have been the choice
holding pattern. of pilots for many years. Now,
The holding pattern at San Francisco is easy more than ever, you should
from an entry standpoint since it is a direct consider Jeppesen as your
entry. In most other locations, the holding choice for flight information.
pattern is established so the inbound leg is
aimed back toward the airport so a parallel Not only do we strive to provide
or tear drop entry is usually the case. you with the highest quality
charts and services, we provide
At San Francisco, you will not be cleared for
you with a choice of IFR
the approach from the holding pattern
services that can be tailored to
since it is not located at the final approach
your flying needs.
fix. If you want to shoot another approach,
it will require that you start all over again Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
with vectors from Bay Approach Control. Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
Inset for Missed Approach Fixes Western Hemisphere: Jeppesen, 55 Inverness Drive
we are sure to have the charts
that are right for you.
When the missed approach holding is so long East, Englewood, CO 80112, USA
that it would not normally fit with the plan Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
view that is drawn to scale, we use an inset to call us today to find the service
Visit us on the web: www.jeppesen.com
depict the missed approach holding fix. As an that best fits your needs.
example, the OLYMM intersection and the TCL graphics technology copyright
© 1999 Marinvent Corporation.
holding pattern for the missed approach
Electronic display device courtesy of Northstar.
would fall outside the plan view if the missed
approach procedure was drawn to scale. In
order to graphically depict the holding pat- than the printed missed approach procedure. James E. Terpstra is senior
tern and the formation of the OLYMM In any case, ATC can direct you to do a corporate vice president, flight
Intersection, it is drawn in an inset and not to missed approach procedure other than the information technology at
scale. The small inset is used to make it easier one which is specified on the approach chart. Jeppesen. His ratings include
to visualize the missed approach holding pat- ATP, single and multi-engine,
This article concludes the discussion of the
tern and the holding fix. airplane and instrument flight
front side of Jeppesen Instrument Approach
instructor. His 6,000+ hours
On some approach procedures, the words Procedure Charts. In the next article, the dis-
include 3,200 instructing.
“or as directed” are included to specify that cussion will pertain to the airport chart which For comments, please Email:
the missed approach procedure will be flown is frequently found on the back side of the [email protected]
unless ATC gives you a different clearance first approach procedure for an airport.
The Chart Clinic – Twenty Eighth in a Series
Help in solving this dilemma is provided by an
airport diagram for each airport. Airport charts Communications
are gradually being located in front of the On the approach charts, the frequencies are list-
approach charts or are located on the reverse ed in the order of use arriving at the airport.
side of the first approach chart for each airport. Conversely, on the airport charts, the frequencies
are listed in the order of use when departing the
Heading and Border Data airport. The first communication box at KCOS
shows the ATIS of 125.0. In the first box, note
The top of each airport diagram page provides
standard information which includes the associ- that a VOR test (VOT) signal is available on the
ated city and state name for the airport, plus the frequency of 110.4 MHz. When clearance deliv-
official airport name. The airport latitude and ery is available, it will follow the ATIS box. The
longitude coordinates are depicted below the remaining communication boxes include the
BY JAMES E. TERPSTRA airport name. The geographic coordinates are ground control, tower, and departure control. At
SR. CORPORATE VICE PRESIDENT, JEPPESEN actually the coordinates of the airport reference KCOS, the letter “R” in parentheses after Springs
point (ARP) which is depicted in the plan view by Departure indicates the availability of radar.
a circle which encloses a plus symbol. The letters
erhaps the most difficult part of any flight “ARP” are shown next to this symbol. For exam- Special Notes
P is trying to find your way around the taxi-
ways at a strange airport. When you are air-
borne, you have a whole panel full of gadgets to
ple, at Colorado Springs, the ARP is located just
to the left of Runway 30. If you navigate with an
airborne database to the identifier KCOS, you
A box will be created in the plan view when spe-
cial notes are provided at the airport. At
Colorado Springs, the note box shows there is a
low-level wind shear alert system and that there
tell where you are. But once on the ground, will navigate direct to the grass in the middle of
especially at night – you seem to be on your own the airport. are some aircraft and time restrictions.
for navigating. If you are sitting in the cockpit of The note box on the approach chart includes
a 747, you have a chance of seeing the big pic- Every country that is a member of the
International Civil Aviation Organization (ICAO) other information, such as bird warnings, restric-
ture, but if you are in a 172, all you can see is a tions to air carrier traffic, restrictions to non-
sea of blue lights. Nice for the blue lights to has been assigned a one- or two-alpha identifier.
For example, the single letter “K” has been powered aircraft, and unusual airport locations.
show there are taxiways, but in a small airplane If you disregard some of these notes, the conse-
they all seem to be the same. assigned to the United States. The four-letter
identifier for a United States airport is derived by quences can be serious. As an example, there is
using the letter “K” before a note “Certain turbo jet aircraft permanently
the FAA-designated three-let- excluded after one violation of single event noise
ter identifier for that airport. violation limit of 95 dB” at Santa Monica,
On Jeppesen charts, each California. It may cost you a bundle to get your
United States airport which business jet back home.
has been assigned a three- Since there are airline gates at KCOS, the park-
letter identifier will have the ing spot coordinates are included in the plan
letter “K” as the first letter of view to help align the inertial navigation systems
its identifier. Airports that before departing the airport.
have been assigned a let-
ter/number combination will
have just those three charac-
Airport Plan View
The airport diagram is drawn to scale, except for
ters without the letter “K.” At the width of some overruns, stopways, taxiways,
Colorado Springs, the ICAO perimeter roads, and approach lights. The scale
airport identifier is KCOS. used for the airport diagram can range from one
Another important use of the inch per 1,000 feet up to one inch per 6,000
identifier is access to the feet. A bar scale at the bottom of each airport
database. On some airborne diagram shows the scale in feet and meters.
receivers, the four letters are
required and on other sys- Latitude and longitude grid tick marks are placed
tems, only the three letters around the perimeter of the airport plan view to
are required to access the air- help operators of latitude/longitude systems
port. When filing a flight plan determine their exact coordinates on the airport
to Colorado Springs, the let- to align the inertial navigation systems when not
ters “COS” should be used at a gate.
for domestic flights and the
letters “KCOS” should be For each runway, the threshold elevation is
used for international flights shown. To determine the runway slope, the run-
to or from Colorado Springs. way elevations at both ends can be used with
the runway length that is shown adjacent to the
On the new Briefing Strip™ runway symbol. Also, at each of the runway
format, the database identifi- ends, the runway number is shown with the
er for the airport is at the magnetic bearing down the centerline of the
upper left with the official air- runway. This is a good way to check the heading
port elevation included indicator while on the initial takeoff roll.
below the identifier. In most
countries, (including the US), Additional Runway Information
this elevation is defined as Some of the required airport information cannot
the highest usable landing be portrayed in enough detail by using only the
surface on the airport. airport diagram. This type of information is
shown below the airport diagram in the box
The index number for the air- titled “Additional Runway Information.” The
port diagram chart is the second column in this box includes lighting
same as that used for the details for each runway. Some of the most com-
approach chart when it is on mon lighting installations included in the light-
the reverse side of the first ing column are runway lights, approach lighting
approach chart. Otherwise, systems, touchdown zone lights, and VASI or
the airports are gradually PAPI installations. Runway visual ranges (RVRs),
being assigned the index when installed, are also included with the run-
number 10-9 so they will be way light information.
the first chart in front of the The last four columns in the runway information
approach charts. box include runway length and width specifica-
tions. As an example, Runway 30 at Colorado
Springs has a displaced threshold. You have
7,912 feet of runway beyond the displaced
threshold when landing. If you fly the ILS 35L
glideslope with a centered glideslope needle all

THE CHOICE OF PROFESSIONALS

the way to touchdown on Runway 35L, you will
have 10,250 feet of runway left after touch-
down. This is noted in the additional runway
information box labeled “Landing Beyond-Glide
Slope.” The third column of the usable runway
lengths show the LAHSO (Land and Hold Short
Operations) distances. The width of each run-
way is specified in the last column of the addi-
tional runway information box.
Other runway information, as such runway
grooving or porous friction course overlay, is
included in other runway information footnotes.
The ILS Category II holding lines are depicted on
the chart in their respective locations.
Some topographical features are included in the
airport diagram plan view as a VFR aid when
approaching a new terminal area. The vertical CHOOSE JEPPESEN’S
parallel lines between Runways 35L and 35R rep-
resent the highway to the airline passenger ter-
IFR SERVICE THAT BEST FITS
minal. Roads are included with railroad tracks, YOUR NEEDS.
rivers, and water bodies.
Take-Off & Obstacle Today’s flight information is
changing at an unbelievable
Departure Procedure rate. The addition of new GPS
Not everyone is required to have take-off mini- approaches is just one issue
mums, but for those who need to comply with adding to the ever-increasing
them, they are located at the bottom of the air-
port diagram when there is room. At some large requirement for current,
airports, a separate page includes the Additional accurate flight information.
Runway Information with the take-off and alter- Jeppesen's Airway Manual
nate airport minimums. services have been the choice
The standard take-off minimums are 1(statute) of pilots for many years. Now,
mile for one and two-engine aircraft and 1/2 more than ever, you should
mile visibility for aircraft with three or four consider Jeppesen as your
engines. This is shown under the column titled choice for flight information.
“STD.” Operators with FAA-approved “Ops
Specs” are able to get the standard reduction Not only do we strive to provide
down to 1/4 mile visibility which is shown under you with the highest quality
the column titled “Adequate Vis Ref.” Adequate
Vis Ref means that at least one of a number of
charts and services, we provide
visual aids are available (and seen). The visual you with a choice of IFR
aids are spelled out in the Ops Specs, plus they services that can be tailored to
are listed in the legend pages. Because of obsta- your flying needs.
cles at Colorado Springs off the end of Runway
30, there is a minimum climb gradient. If that Eastern Hemisphere: Jeppesen GmbH, Frankfurter Whether it be JeppView, our
can’t be met, then the take-off minimums Str. 233, 63263 Neu-Isenburg, Germany terminal charts on CD-ROM, or
require a ceiling of 600 feet plus a visibility of Tel: +49 6102 508250 • Fax: +49 6102 508282 one of our many paper services,
two miles. we are sure to have the charts
Western Hemisphere: Jeppesen, 55 Inverness Drive that are right for you.
When using Colorado Springs as an alternate air-
port for a different primary destination, the fore- East, Englewood, CO 80112, USA
cast ceiling and visibility requirements change, Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153 Visit your Jeppesen Dealer or
depending on which approach you plan to use call us today to find the service
(and is forecast to be operating at your estimat- Visit us on the web: www.jeppesen.com
that best fits your needs.
ed time of arrival at KCOS as an alternate.)
TCL graphics technology copyright

Obstacle DPs © 1999 Marinvent Corporation.

Electronic display device courtesy of Northstar.
In 1998, the FAA changed the name of the IFR
Departure Procedures to Obstacle Departure
Procedures. They also changed the name of SIDs direct to the VOR. Aircraft that depart the VOR James E. Terpstra is senior
(Standard Instrument Departures) to Departure on the 325 degree radial clockwise to the 153 corporate vice president,
Procedures (DPs). This was done to more close- radial, can climb on course from the VOR. Other aviation affairs at Jeppesen. His
ly align the criteria and paths of SIDs and IFR aircraft (essentially those headed over Pikes
Departure Procedures to the same specs. ratings include ATP, single and
Peak) need to climb in a holding pattern at the
VOR until reaching 14,000 feet. When leaving multi-engine, airplane and
In some locations, the IFR Departure Procedures instrument flight instructor. His
are so complicated in text form that the FAA will the VOR west bound at 14,000 feet, that should
be modifying them to graphic obstacle depar- be plenty of altitude to clear Pikes Peak. 6,000+ hours include 3,200
ture procedures and will give them a name sim- instructing.
ilar to the name assigned to SIDs. At KCOS, the This article concludes the airport diagram illus- For comments, please Email:
Obstacle DP is specified for every runway with a tration discussion. In the next issue, we will look [email protected]
specific direction of turn after takeoff to avoid at standard instrument departures (SIDs) and
nearby Pikes Peak. After the turn, the path is standard terminal arrival routes (STARs).
The Chart Clinic – Twenty Ninth in a Series
The development of DPs was an evolutionary of a plotter. DPs that are drawn to scale would
process. Pilots and controllers wanted compli- be desirable, but with so much detail next to
cated verbal departure procedures committed the airport as well as transitions which are often
to paper to simplify clearance delivery proce- hundreds of miles long, a chart that was drawn
dures. Initially, DPs were available in narrative to scale would force the initial departure infor-
form only back in the late 1960s, but they were mation to be too small to read.
made into graphics a short time later because
of Jeppesen user comments. The main body of the DP is depicted with a
heavy, solid line, and the DP transitions are des-
If you depart an airport which has one or ignated with heavy, dashed lines for distinction.
more published DPs, you can expect to be
BY JAMES E. TERPSTRA cleared via one of these procedures. Departure Procedure Names
SR. CORPORATE VICE PRESIDENT, JEPPESEN However, to accept a DP in your clearance, Each DP is named according to the last fix on
you must possess at least the text description the main portion of the DP. At Las Vegas, the DP

I
f it were always VFR at mountainous air- of the DP. If you don’t want to follow a DP, ends at the Oasys intersection, but since there
ports, and if there were no other airplanes include a note stating “no DPs” in the already is an Oasys DP, another name had to be
at the hub airports, you could depart an remarks section of the FAA flight plan. selected. The title “Red Rock” was arbitrarily
airport and do almost anything you want- chosen since there are no rules for alternate
Adherence to all restrictions on the DP is
ed. Unfortunately, cumulogranite clouds names. The number designator in the DP title
surround many airports. Also, ATC gives us required unless clearance to deviate is represents the revision number of the particular
departure paths other than direct routes at received from ATC. DP. This is particularly useful in communications
busy airports. These published paths are Most Departure Procedures are divided into with ATC. For example, when this departure
generally designed to comply with ATC two main parts: the actual departure, fol- procedure is revised, it will be titled “Red Rock
departure procedures and are now called lowed by the transitions. The first portion Three Departure.” When the controller assigns
Departure Procedures (DPs). They started begins at the airport and terminates at a fix you the Red Rock Three Departure, and your DP
their life with the name standard instru- chart still reads “Red Rock Two Departure,” you
such as a navaid, intersection, DME fix, or
ment departures (SIDs). know immediately that you didn’t file last
RNAV waypoint. The transi- week’s revision.
tions start at the fix where
the standard instrument The computer code in parentheses to the
departure terminates and right of the departure name is not used in
the transition, by design cri- communications; however, this code can be
teria, is supposed to end at helpful in many cases. When filing an IFR
an enroute fix. flight plan from Las Vegas which includes this
DP, you should give the computer code in the
Refer to the “Red Rock Two flight plan. The computer code in parenthe-
Departure” from Las Vegas, ses is only for the segment from the airport to
Nevada, which is a typical the end of the DP, but not to the end of the
transition you might want to fly. If your
Departure Procedure. This
request includes both a DP and a transition,
DP is still titled “SID” and will
the DP and the transition code both should
be changed to DP when it is be used. This will expedite the processing of
revised for other aeronautical your IFR flight plan through the flight service
reasons. Most of the symbols station and the air route traffic control center.
used on the DP charts are
the same as those used on To the right of the computer code are the
the enroute navigation words “Pilot Nav” in parentheses. There are
charts (with some excep- also DPs with the word “Vector” in parenthe-
tions). The navigation fre-
ses. Both of these sets of words are meant to
quency box is the same as
indicate the primary means of navigation on
used on the high altitude
the particular DP. However, the distinction
charts. These facility boxes
include the latitude/longi- between the two is sometimes a little blurry,
tude coordinates for aircraft so the terms will be dropped in the future.
equipped with latitude/lon-
gitude systems, but no air-
Flying the DP
borne database. The same As a practical application, let’s fly the Red
symbols also are used on Rock Two Departure and Goffs Transition
both types of charts for: from a takeoff on Runway 1L. The IFR clear-
MEA designations, leg seg- ance given to you by Las Vegas Clearance
ment distances, DME fix Delivery would be something like this:
identifiers,changeover point “Saberliner 737R, cleared to Douglas Airport
symbols, and magnetic radi- as filed, Red Rock Two departure, Goffs
al designations. Transition, maintain...”
Now check the narrative description of
One major difference the DP. The notation in parentheses
found on the DP charts, under the title indicates this departure is
when compared to other only for Runways 1 Left and Right and
Jepp charts, is that the DPs that DME and radar are required for this
are not drawn to scale. DP. You will also notice there are restric-
Although the layout of the tions on the Hector and Daggett
Transitions. The first portion of the DP text
fixes on the chart are states that this procedure requires a ceiling of
drawn schematically, the 1,200 feet and a visibility of 3 miles, plus a
mileages cannot be deter- minimum climb rate of 410 feet per nautical
mined accurately by the use mile to 5,000 feet. These minimum climb
rates are stated in the DP text only when they
exceed a rate of 152 feet per nautical mile.
Below the climb gradient statement, there is a
table that gives the climb rate in feet per
minute at various ground speeds so that you
have some numbers that are meaningful when
reading the panel instruments.
The information in the takeoff paragraph
states that departures for turbojets should be
a climbing left turn to a 315° heading to
4,000 feet, then a climbing left turn to a 180°
heading to intercept the Las Vegas 211° radi-
al. Then the word “Thence” which starts the
departure path that states a climb via the Las
Vegas 211° radial to the Oasys intersection
followed by the transition or other route from
Because Your
Oasys. It’s not stated in each DP, but the ini-
tial turn after lift off should be after reaching
400 feet above the airport since that is stan-
World Doesn’t
dard for all departures.
On this departure, there is a Lost Stand Still.
Communications procedure that is enclosed
in a box comprised of hashed lines that state
what to do if not in contact with departure
control. The Lost Communications procedure
is available only on a few departure proce-
dures. When the Lost Communications are
not available in text form on the procedure,
then the standard FAR Part 91 lost communi-
cations procedures apply.

DP Transition Innovative Electronic Navigation Solutions At Warp Speed

The information included in the transitions
paragraph includes the departure procedures
for either normal procedures or for a com- Meet JeppView, the innovative next generation of Jeppesen Airway Manual® Service. Using your
munications failure. For this hypothetical PC, it lets you display and print the charts you need as fast as you need them. And it updates at
flight, the course after Oasys goes to the warp speed, too. With CD-ROM reliability and integrity, JeppView offers quick, easy access to an
Goffs VORTAC. Since we are flying the Goffs integrated system of Jeppesen charts and other operational information.
Transition, the computer code (REDRK2.GFS) Worldwide Coverage
should be used when filing the flight plan to
JeppView gives you worldwide or regional coverages, and new, smaller, regional
help expedite it through the flight service sta-
coverages in the United States.
tion and air route traffic control center. The
transition identifier is shown adjacent to the Navigation Data on Demand
transition track. With just a couple of clicks of your mouse, JeppView lets you:
The Goffs Transition departs Oasys intersec- • Pull up the approach you want. • ‘Hide’ airports that don’t meet your operating criteria.
tion via the Goffs 333 radial. Note the num- • Access Chart NOTAMS. • Track changes by coverage, state or favorite airports.
ber 153 in large type right after Oasys. This • Install the updated JeppView CD you’ll receive every two weeks.
shows the course setting to use when depart-
ing Oasys, so you don’t have to mathemati- Because your world doesn’t stand still, call for more information about JeppView today.
cally derive the reciprocal of the 333 radial
from the Goffs VOR. The Goffs Transition nar- 1-800-621-5377 or 303-799-9090 (Western Hemisphere)
rative is duplicated in the graphic depiction
of the transition, so you will eventually see
+49 6102 5070 (Eastern Hemisphere) +61 3 9706 0022 (Australasia)
the text description of the transitions disap-
pear from the DP pages. This should make it Visit us on the internet at www.jeppesen.com
much easier to read, since much of the tex-
FLITE GUIDE 3000 display courtesy of Fujitsu Personal Systems, Inc. and Advanced Data Research, Inc. TCL graphics technology copyright © 2000
tual “clutter” will disappear. Marinvent Corporation.

At Oasys, note that there are two MCAs (mini-

mum crossing altitudes). MCAs are specified
for obstacle clearance, whereas the 11,000- James E. Terpstra is senior
foot altitude restriction at the 42 DME fix from Daggett VOR. Also, there is an MRA (mini- corporate vice president,
Goffs is an ATC restriction (even though the aviation affairs at Jeppesen. His
mum reception altitude) at the Riffe intersec-
MEA on the transition is also 11,000 feet). The ratings include ATP, single and
tion which is 14,000 feet. Most likely, the
MCA of 10,500 feet at Oasys is applicable for multi-engine, airplane and
MRA is to receive the Hector VOR since you
flights to the southeast which is the direction of instrument flight instructor. His
the Goffs Transition. are already high enough at the MEA of
6,000+ hours include 3,200
12,000 feet to receive the Daggett VOR. So, instructing.
On the Daggett Transition, there are a couple if you are using the DME from Daggett, you For comments, please Email:
of unusual pieces of information. On the tran- can ignore the MRA at Riffe. [email protected]
sition, there is a changeover point (COP) which is In the next article, we will conclude the
37 miles from Las Vegas and 59 miles to the series with a discussion on STARs.
The Chart Clinic – Thirtieth in a Series
ances by controllers turned into SIDs in the done at the same altitude all the time. As an
late 70s, the idea caught on quite quickly. example, at Stockholm the flight level where
Eventually, most of the major airports in the you change your altimeter setting to the local
US developed standard departures with altimeter setting is specified by ATC each
graphics for printed publication. The idea time you arrive at Stockholm. This informa-
seemed so good that the standard arrival tion is shown just below the ATIS frequency
clearances also started being published in with the words: TRANS LEVEL: BY ATC. When
text and graphic form. To develop an departing from Stockholm, the altimeter
acronym similar to SIDs, the FAA named the should be set to the standard altimeter set-
new procedures Standard Terminal Arrival ting when passing through 5,000 feet. This
BY JAMES E. TERPSTRA Routes and came up with the name STARs. means that altimeter readings when flying
The name has stuck ever since (contrary to above 5,000 feet will actually be flight levels,
SR. CORPORATE VICE PRESIDENT, JEPPESEN SIDs becoming DPs in the US.) not feet. This is common for Europe, but very
The principal difference between SIDs (DPs) different for pilots used to flying in the United
ommunications — it’s probably the

C most important thing we have

between pilot and controller. Whether
it's via voice or some of the new digital tech-
and STARs is that the DPs start at the airport
pavement and connect to the enroute struc-
ture. STARs on the other hand, go the oppo-
site direction and start in the enroute struc-
States and Canada.
Look at the minimum altitude for the holding
pattern at Eltok Intersection. Inside the hold-
ing pattern symbol, the letters "FL" precede
nology, there still is the need for pilot and con-
troller to be on the same wavelength. STARs ture but don't make it down to pavement; the numbers "100." With a minimum alti-
really represent part of that communication — they end at a point where an instrument tude specified as a flight level instead of an
once you have accepted clearance for a STAR, approach procedure takes you the rest of the altitude, you can assume the transition level
you have just communicated with the con- way to the ground. will be at FL100 or lower.
troller what route you will be flying, what alti- Heading and Border Data Speed Limit
tudes, and what airspeeds on some STARs. Each STAR has a reverse-type block in the
When the repetitive complex departure clear- upper right corner of the chart to indicate its In many countries, there is a standard speed
status as a standard arrival limit of 250 knots IAS below 10,000 feet for
chart. In the top center of the entire country. But, in most countries,
the chart, the index num- that standard does not exist for all locations.
ber is shown with the revi- In Sweden, there is a speed limit of 250 knots
sion date plus the effective when arriving in Stockholm. This speed
date. The effective date is restriction is shown in the plan view portion
included only if the chart of the STAR chart. In addition to the 250
isn't effective when it first knot speed restriction, there is a speed restric-
gets into your hands. The tion to maintain at least 160 knots IAS on the
index number for STARs is ILS track until passing the outer marker
10-2 followed by letter suf- (when using ILS Rwy 08, the 160-knot speed
fixes for the succeeding minimum should be used up to the ARL 3
STARs. For example, the DME fix since ILS Rwy 08 does not have an
second STAR at Stockholm OM). For both the maximum and minimum
is 10-2A and the third chart speed limits, these can be changed by ATC.
is 10-2B. By using the For the minimum speed limit, if you are flying
index number of 10-2, the in an airplane that can't go as fast as 160
STARs are sequenced in the knots IAS, you must inform ATC immediately.
manual after the area
charts and before the SID What's In a Name?
charts. The international naming standard for STARs
The heading includes the states that they will be given a name that is
ATIS frequency when one is the same as the first fix on the STAR. In the
available. At Stockholm, US, typically there are enroute transitions
the ATIS can be received on before the STAR itself. So the STAR name is
119.0 MHz. usually the same as the last fix on the enroute
transitions where they come together to
In the US, Canada, and begin the body of the STAR.
many other countries, the
common altitude for At Arlanda Airport in Stockholm, Sweden, the
changing to the standard Eltok Two STAR begins to the west of the air-
altimeter setting of 29.92 port and splits into a number of routes
inches of mercury (or designed to go to initial approach fixes on
1013.2 hectopascals or approaches into the airport. In the US, these
millibars) when climbing to separate routes would be considered runway
the high altitude structure transitions from the STAR, but at Stockholm,
is 18,000 feet. When each route has a unique name to distinguish
descending from high alti- it from the other routes. Each of these routes
tude, the altimeter should uses a phonetic letter of the alphabet.
be changed to the local If you plan to use the STAR to transition to the
altimeter setting when ILS Rwy 01 approach, you would file for and
passing through FL180. In receive a clearance for the Eltok Two Tango
most countries throughout Arrival. Eltok Two Tango proceeds from the
the world, however, the Eltok Intersection and follows a course of 144º
change to or from the stan- toward the Lena (LNA) NDB. The route from
dard altimeter setting is not the Eltok Intersection shows the route identi-
fiers of Eltok 2F and Eltok 2T adjacent to the
flight track. After turning left at the 249º radi-
al, the STAR goes to the Tebby VOR. Above the
VOR facility box, there is a note that states that
Tebby is the IAF for Runways 01 and 26.
At the bottom of the page, detailed informa-
tion in text form is provided. The narrative
information has a ballflag number 1 under the
title, pointing to the note at the very bottom
which states that the Eltok Two Tango Arrival is
normally for piston and turboprop airplanes.
In the text, the routing is specified as follow-
ing the 144 bearing toward the LNA NDB. At
the ARL 249º radial, you should turn left and
intercept the TEB 268º radial inbound to the
TEB VOR\DME. When you are close to the
Because Your
TEB VOR, you can expect radar vectors to the
final approach. If you look at the ILS Rwy 01
approach, you will notice there are no speci-
World Doesn’t
fied routes from the TEB VOR — so what do
you do if you have a communication failure?
It's a question with no specific answer.
Stand Still.
In the ELTOK 2T text, notice it states "at ARL
R-249 turn LEFT..." In computer talk, this
means the fix formed by the 249º radial is a
fly-over fix. ATC expects you to fly over the
radial and then begin the turn. If this were a
GPS approach, a circle would be around the
fix to indicate its fly-over status. The fix
formed by the 249º radial and the 144º bear-
ing is included in the GPS and FMS databas-
es with the identifier of D249S. On the
Jeppesen charts, the database identifiers are Innovative Electronic Navigation Solutions At Warp Speed
gradually being added to the SID and STAR
charts. They are being depicted within
brackets to indicate they are computer navi- Meet JeppView, the innovative next generation of Jeppesen Airway Manual® Service. Using your
gation fixes. PC, it lets you display and print the charts you need as fast as you need them. And it updates at
Altitude Assignments warp speed, too. With CD-ROM reliability and integrity, JeppView offers quick, easy access to an
integrated system of Jeppesen charts and other operational information.
Many STARs include altitude restrictions. At
Stockholm, there are three different altitude Worldwide Coverage
assignments at the Eltok Intersection depend- JeppView gives you worldwide or regional coverages, and new, smaller, regional
ing on which route is followed after Eltok. coverages in the United States.
For the Eltok Two Tango Arrival, the altitude Navigation Data on Demand
over Eltok is a maximum altitude of FL110. With just a couple of clicks of your mouse, JeppView lets you:
Sometimes the altitudes are "hard” altitudes
• Pull up the approach you want. • ‘Hide’ airports that don’t meet your operating criteria.
specified as "at" altitudes, and sometimes the
altitudes are minimum altitudes and are spec- • Access Chart NOTAMS. • Track changes by coverage, state or favorite airports.
ified as "at or above" altitudes. These differ- • Install the updated JeppView CD you’ll receive every two weeks.
ences in how the altitudes are stated means
you need to pay close attention to how the Because your world doesn’t stand still, call for more information about JeppView today.
words are written.
On the Eltok Two Tango Arrival, the last fix is
1-800-621-5377 or 303-799-9090 (Western Hemisphere)
the Tebby VOR. If a clearance for the +49 6102 5070 (Eastern Hemisphere) +61 3 9706 0022 (Australasia)
approach hasn't been received by the time
you are at Tebby, there is a holding pattern Visit us on the internet at www.jeppesen.com
south of the VOR. Inside the holding pattern
symbol, the number "2500" is included. This FLITE GUIDE 3000 display courtesy of Fujitsu Personal Systems, Inc. and Advanced Data Research, Inc. TCL graphics technology copyright © 2000
is another piece of altitude information. The Marinvent Corporation.

minimum altitude for holding south of Tebby

is 2,500 feet (notice the altitude is feet, not
FL; therefore you would have been given the purposes, but those words are not included James E. Terpstra is senior
local altimeter setting by the time you on US charts. corporate vice president,
reached Tebby for holding). This concludes the Chart Clinic series of arti- aviation affairs at Jeppesen. His
ratings include ATP, single and
Noise Abatement cles. It has been a pleasure writing the arti-
cles and receiving all the feedback many of multi-engine, airplane and
At the bottom of the plan view, there are instrument flight instructor. His
words that state this STAR is designed for you have given. Your responses tell me you
all have a sincere desire to learn as much as 6,000+ hours include 3,200
noise abatement. If the routes are strictly
possible about the airspace system in which instructing.
adhered to, there will be no unnecessary
noise disturbance. In the US, many SIDs and we fly and to understand how that informa- For comments, please Email:
STARs are also designed for noise abatement tion is shown on charts. Thank you. [email protected]