1. Enroute Charts and Procedures

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Overview
Enroute Charts
Symbols
Obstacle Clearance Areas
Routing
Operations in Other Countries
Preferred IFR Routes
Mandatory Reports
TEC Routes
Other Clearance Types
Facilities
VOR Service Volume
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Enroute Navigation
IPG 3-1
is the basis for the course to be flown
Must fly the center of a federal airway or direct course between nav aids or fixes
May maneuver in VFR
Three strata:
Lower – Base of Controlled to 18,000 feet MSL
Middle – Identifiable jet routes – FL180 to FL450
Above – FL450+ is intended for random point-to-point navigation
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Enroute Charts
JIC 5-3
Two different charts to be used depending upon your altitude:
Low Altitude Enroute Charts
aka L-Charts
17,999 MSL and below
Airways are called “Victor Airways”
High Altitude Enroute Charts
FL180 to FL450
Airways are called Jet Routes
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L-Charts
JIC 5-3
We will mainly talk about L- Charts because most instrument training will happen in these altitudes
High altitude charts have similar symbols, with slight changes
The front panel shows the area the chart entails
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Navigational Aids
JIC 5-5
VOR Symbol is a small compass rose, which points to Magnetic North
You’ll notice the symbols are roughly the same as for Sectionals
NDBs are roughly same as well
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Navigational Aids
JIC 5-5
Fixes are labeled with 5 letters and given a triangle
ILS Localizer symbols indicate that a fix can be identified with a Localizer
Navigation Facility Information is given in a Box, roughly the same as a Sectional
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DME and Radials
JIC 5-7
DME information is given with a number inside a D shape
Distance between fixes is a number between the respective fixes
Radials are given in 3 number increments (e.g., 072, or 311)
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Airports
JIC 5-16
Can be either Brown, Blue or Green
Green if Civilian with approach
Blue if Military with approach
Brown if Civilian with no approach
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Airspace
JIC 5-16
Bravo is depicted by a large blue area
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Airspace
JIC 5-16
Charlie is depicted by a large blue area with dashed lines
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Airspace
JIC 5-16
Delta is depicted by a large blue area with a D in a box after the airport identifier
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Area Charts
JIC 5-19
It may be necessary to have a large scale map of a heavily used terminal area
These charts ease the transition from an L-Chart to the approach
Will be depicted by green dashes
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Preferred IFR Routes
IPG 3-2
Help pilots, dispatchers and ATC minimize route changes
Efficient and orderly management of air traffic
Published in A/FD (See Page 401)
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Tower Enroute Control
A/FD
Similar to Preferred IFR Routes
Used when going between cities within one large metropolitan area
See A/FD page 422 for detailed explanation
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16. VOR Standard Service Volumes
IPG 3-4
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Facility Monitoring
IPG 3-4
Most VOR, VORTAC, ILS, NDB and Marker Beacon facilities are installed by the FAA and monitored by internal monitoring
The facility will shut itself down when performance deteriorates below a specific tolerance
The FAA will be notified remotely
Always check NOTAMs for pre-determined outages
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LF Airways
IPG 3-5
Low Frequency Airways exist in Alaska
NDB to NDB Navigation
Most of these have disappeared in CONUS
Labeled by something other than a “V”
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VHF Airways
IPG 3-5
Very High Frequency Airways exist throughout the CONUS
VOR to VOR Navigation
Labeled as either “V” (Victor Airway), or; “J” (Jet Route)
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GPS Airways
IPG 3-5
Global Positioning Routes exist throughout the CONUS, as well
GPS Navigation only
Labeled as a “T” (Tango Route)
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GPS Airways
L-Chart
Global Positioning Routes exist throughout the CONUS, as well
GPS Navigation only
Labeled as a “T” (Tango Route)
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22. VHF Obstacle Clearance Areas
IPG 3-6
Primary area of victor airways
Each route is 8 NM wide (4 NM from centerline)
Primary area is determined at a distance of 51NM from navigation aid at a width of 4.5 degrees
Secondary area
Extends an additional 2 NM from the centerline
Begins 500’ above the route
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23. VHF Obstacle Clearance Areas
IPG 3-7
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24. VHF Obstacle Clearance Areas
IPG 3-10
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25. VHF Obstacle Clearance Areas
IPG 3-7
Protected area:
1000 feet above highest obstacle in non-mountainous terrain
2000 feet above highest obstacle in mountainous terrain
May be reduced to 1700 feet under specific exemptions in Part 95
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26. Designated Mountainous Areas
IPG 3-8
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27. Change Over Points (COPs)
IPG 3-11
Normally at the midpoint between two routes
If other radio frequencies interfere with route, then it is placed at the optimal point
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Navigational Gaps
IPG 3-10
Airways may have a gap of navigational service but still be approved for navigation
These are called MEA Gaps (we’ll get to this in a second)
Use extra caution in these areas, and avoid if possible
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Altitude Planning
Obj. Op.
FAA requires all aircraft to fly at least the minimum published altitude
In absence of a published altitude
1,000’ above highest obstruction in non-mountainous areas
2,000’ above highest obstruction in mountainous areas
Based on heading
From magnetic course of odd altitude
From magnetic course of even altitude
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Altitude Changes
IPG 3-20
“Climb Immediately” – ATC expects an immediate climb due to impending situation
“Climb at Pilot’s Discretion” – Begin your climb when you wish, and level off if needed during the climb
“Climb to…” – Climb at optimum rate until 1000’ of assigned altitude then transition to fpm until leveling off
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Types of Altitudes
MEA – Minimum Enroute Altitude
MOCA – Minimum Obstruction Clearance Altitude
MRA – Minimum Reception Altitude
MVA – Minimum Vectoring Altitude
MCA – Minimum Crossing Altitude
MAA – Maximum Authorized Altitude
OROCA – Off Route Obstruction Clearance Altitude
Lowest usable flight level
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32. Minimum Enroute Altitude (MEA)
IPG 3-13
Minimum altitude for
Obstruction clearance
Navigational coverage
Above floor of controlled Airspace by
300’ for transition areas
500’ in controlling areas
Adequate communications at MEA is not guaranteed
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33. Minimum Obstruction Clearance Altitude
IPG 3-13
Minimum obstruction clearance altitude between radar fixes or off routes
Only guarantees navigational coverage within 22 NM of navaid
Calculated based on required obstruction clearance rounded to nearest 100th
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34. Minimum Reception Altitude
IPG 3-13
The lowest altitude which guarantees navigational and radio coverage
For both on or off route altitudes
May be higher than MEA
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35. Minimum Crossing Altitude
IPG 3-13
Used when it is necessary to cross a fix at a specified altitude
Distance is based on
Up to 5,000’ MSL – 150 ft/NM
5,000’ – 10,000’ MSL – 120 ft/NM
Above 10,000’ MSL – 100 ft/NM
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36. Maximum Authorized Altitude
IPG 3-14
Maximum altitude aircraft can fly to be on a route
Based on technical limitations or airspace limitations of route
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37. Off Route Obstruction Clearance Alt.
IPG 3-13
Gives pilot minimum obstruction clearance but guarantees no radar, navigation, or communication coverage
Must remain 3NM from restricted areas
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IFR Route Planning
IPG 3-12
On Route Planning
A pilot must have navigation equip for route of flight
GPS can be the primary means of navigation but cannot be the sole route of planning
Routes are planning from fix to fix
(Not airport to airport)
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IFR Route Planning
IPG 3-12
Off Route Planning
Plan from point to point (if you can go direct)
Still plan to fix (not airport)
Take all other altitudes into consideration
If OROCA is higher than
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40. IFR Cruising Altitudes
IPG 3-15
issues altitudes for IFR flight
If operating with a VFR-on-Top Clearance, PIC must use VFR altitudes
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41. Lowest Usable Flight Level
IPG 3-16
As pressure decreases, so does the aircraft’s true altitude
At 18,000 feet, everyone changes to to fly Pressure Altitudes
If flying at FL180, its possible that the aircraft may interfere with aircraft flying an MSL vs a Pressure Altitude
prescribes Lowest Usable Flight Levels for these reasons
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42. Operations in Other Countries
IPG 3-17
May hear the terms QNE and QNH
QNE is fancy for Pressure Altitude (AKA a Transition Level)
QNH is fancy for True Altitude (AGL) (AKA a Transition Altitude)
QFE is the Transition Height
Also note that a transition layer exists
If all of this confuses you, don’t worry about it!
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43. Nonradar Position Reports
IPG 3-19
Some areas have no radar for specific altitudes, so ATC may be required to be informed of your progress throughout your flight
Compulsory Reporting Points have been established to aid ATC in requiring pilots to report
These points will be a normal fix or NavAid, but filled in Black
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44. Nonradar Position Report Format
IPG 3-19
I Play The Accordion For Nothing, No Reason
ID, Position, Time, Altitude, Flight type, Next eta, Next point, Remarks
e.g., “Archer 282HP, Sidney, 15 past the hour, 9000, IFR, Akron 35 past the hour, Thurman next, rough headwind.”
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Mandatory IFR Reports
IPG 3-18
MARVELOUS VFR 500
Missed Approach
Unforecast Weather
Approach Fix Inbound
Speed Change from filed TAS 5% or 10 Knots (whichever is greater)
Radio Failure (nav or comm)
VFR-on-Top change in Altitude
Vacating Assigned Altitude
Fix or position report
Entering Hold
Revised ETA (error greater than 3 minutes)
Leaving Holding Fix
Other Information Related to Safety of Flight
500 fpm climb (unable)
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Enroute Clearances
IPG 3-20
Altitude Terminology
“Maintain” – ATC expects the pilot to maintain specified altitude unless the pilot requests otherwise
“Cruise” – ATC assigns a block of airspace to the pilot where he/she may climb or descend at their discretion
However, once a pilot descends and reports leaving an altitude, the pilot may not climb back up unless he/she requests it
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Climb to VFR-on-Top
IFH 10-26
Purpose is to climb to a VFR altitude
Used to climb through fog or haze, then cancel IFR, which then makes the pilot VFR Over-The-Top
A pilot must request “Climb to VFR On-Top”
If no top report is available, a pilot will climb until VFR and make a top report
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VFR-on-Top
IFH 10-26
A pilot must comply with VFR cloud clearances and IFR regulations on a VFR On-Top clearance
Permits the pilot to select an altitude or flight level of your choice with ATC restrictions
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References
JIC Jeppesen Instrument/Commercial: Guided Flight Discovery
Obj. Op. Objective Opinion
14 CFR Federal Aviation Regulations
IFH Instrument Flying Handbook (FAA-H A)
IPG Jeppesen Instrument Procedures Guide
L-Chart No formal description in text, but found on L-Charts
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