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    Instrument Flying Handbook (2025): FAA-H-8083-15B
    Instrument Flying Handbook (2025): FAA-H-8083-15B
    Instrument Flying Handbook (2025): FAA-H-8083-15B
    Ebook852 pages9 hours

    Instrument Flying Handbook (2025): FAA-H-8083-15B

    By Federal Aviation Administration (FAA) and U.S. Department of Transportation

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    About this ebook

    Aviation Supplies & Academics, Inc. has been the industry’s trusted source for official FAA publications for over 80 years. Look for the ASA wings to ensure you’re purchasing the latest authentic FAA release.


    This handbook FAA-H-8083-15B is current in 2025.


    The Instrument Flying Handbook is the FAA’s primary pilot resource for instrument flight rules (IFR) covering everything pertinent to operating an aircraft in instrument meteorological conditions (IMC) or without reference to outside visuals, relying solely on the information gleaned from the cockpit. Readers will find chapters on the national airspace system, the air traffic control system, human factors, aerodynamics, flight instruments, flight maneuvers for IFR operations, navigation, emergency operations, as well as helicopter operations and more.

    The material in this manual applies to both conventional steam-gauge analog instrumentation and the glass cockpit electronic flight displays found in advanced aircraft. Information is well organized into separate coverage of the traditional 6-pack and discussions of pictorial tape displays. Advanced systems are covered, including flight management systems, the primary flight display (PFD) and multi-function display (MFD), synthetic vision, and traffic advisory systems. The book also features a synopsis of instrument clearance shorthand, as well as an instrument training lesson guide.

    The Instrument Flying Handbook is designed for use by flight instructors, pilots preparing for the Instrument Rating FAA Knowledge and Practical Exams, and instrument-rated pilots looking for a refresher or preparing for an Instrument Proficiency Check (IPC). Illustrated throughout with detailed, full-color drawings and photographs; comprehensive glossary and index.

    LanguageEnglish
    PublisherAviation Supplies & Academics, Inc.
    Release dateJul 31, 2015
    ISBN9781619542327
    Instrument Flying Handbook (2025): FAA-H-8083-15B

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    Instrument Flying Handbook (2025) - Federal Aviation Administration (FAA)

    Intro.ai

    Is an Instrument Rating Necessary?

    The answer to this question depends entirely upon individual needs. Pilots may not need an instrument rating if they fly in familiar uncongested areas, stay continually alert to weather developments, and accept an alternative to their original plan. However, some cross-country destinations may take a pilot to unfamiliar airports and/or through high activity areas in marginal visual or instrument meteorological conditions (IMC). Under these conditions, an instrument rating may be an alternative to rerouting, rescheduling, or canceling a flight. Many accidents are the result of pilots who lack the necessary skills or equipment to fly in marginal visual meteorological conditions (VMC) or IMC and attempt flight without outside references.

    Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircraft’s attitude to the natural horizon. As aircraft performance increased, pilots required more inflight information to enhance the safe operation of their aircraft. This information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Interpretation of the instruments and aircraft control have advanced from the one, two, three or needle, ball, and airspeed system to the use of attitude instrument flying techniques.

    Navigation began by using ground references with dead reckoning and has led to the development of electronic navigation systems. These include the automatic direction finder (ADF), very-high frequency omnidirectional range (VOR), distance measuring equipment (DME), tactical air navigation (TACAN), long range navigation (LORAN), global positioning system (GPS), instrument landing system (ILS), microwave landing system (MLS), and inertial navigation system (INS).

    Perhaps you want an instrument rating for the same basic reason you learned to fly in the first place—because you like flying. Maintaining and extending your proficiency, once you have the rating, means less reliance on chance and more on skill and knowledge. Earn the rating—not because you might need it sometime, but because it represents achievement and provides training you will use continually and build upon as long as you fly. But most importantly it means greater safety in flying.

    Instrument Rating Requirements

    A private or commercial pilot must have an instrument rating and meet the appropriate currency requirements if that pilot operates an aircraft using an instrument flight rules (IFR) flight plan in conditions less than the minimums prescribed for visual flight rules (VFR), or in any flight in Class A airspace.

    You will need to carefully review the aeronautical knowledge and experience requirements for the instrument rating as outlined in Title 14 of the Code of Federal Regulations (14 CFR) part 61. After completing the Federal Aviation Administration (FAA) Knowledge Test issued for the instrument rating, and all the experience requirements have been satisfied, you are eligible to take the practical test. The regulations specify minimum total and pilot-in-command time requirements. This minimum applies to all applicants regardless of ability or previous aviation experience.

    Training for the Instrument Rating

    A person who wishes to add the instrument rating to his or her pilot certificate must first make commitments of time, money, and quality of training. There are many combinations of training methods available. Independent studies may be adequate preparation to pass the required FAA Knowledge Test for the instrument rating. Occasional periods of ground and flight instruction may provide the skills necessary to pass the required test. Or, individuals may choose a training facility that provides comprehensive aviation education and the training necessary to ensure the pilot will pass all the required tests and operate safely in the National Airspace System (NAS). The aeronautical knowledge may be administered by educational institutions, aviation-oriented schools, correspondence courses, and appropriately rated instructors. Each person must decide for themselves which training program best meets his or her needs and at the same time maintain a high quality of training. Interested persons should make inquiries regarding the available training at nearby airports, training facilities, in aviation publications, and through the FAA Flight Standards District Office (FSDO).

    Although the regulations specify minimum requirements, the amount of instructional time needed is determined not by the regulation, but by the individual’s ability to achieve a satisfactory level of proficiency. A professional pilot with diversified flying experience may easily attain a satisfactory level of proficiency in the minimum time required by regulation. Your own time requirements will depend upon a variety of factors, including previous flying experience, rate of learning, basic ability, frequency of flight training, type of aircraft flown, quality of ground school training, and quality of flight instruction, to name a few. The total instructional time you will need, the scheduling of such time, is up to the individual most qualified to judge your proficiency—the instructor who supervises your progress and endorses your record of flight training.

    You can accelerate and enrich much of your training by informal study. An increasing number of visual aids and programmed instrument courses is available. The best course is one that includes a well-integrated flight and ground school curriculum. The sequential nature of the learning process requires that each element of knowledge and skill be learned and applied in the right manner at the right time.

    Part of your instrument training may utilize a flight simulator, flight training device, basic aviation training device (BATD), or an advanced aviation training device (AATD). This ground-based flight training equipment is a valuable tool for developing your instrument cross-check and learning procedures, such as intercepting and tracking, holding patterns, and instrument approaches. Once these concepts are fully understood, you can then continue with inflight training and refine these techniques for full transference of your new knowledge and skills.

    Holding the instrument rating does not necessarily make you a competent all-weather pilot. The rating certifies only that you have complied with the minimum experience requirements, that you can plan and execute a flight under IFR, that you can execute basic instrument maneuvers, and that you have shown acceptable skill and judgment in performing these activities. Your instrument rating permits you to fly into instrument weather conditions with no previous instrument weather experience. Your instrument rating is issued on the assumption that you have the good judgment to avoid situations beyond your capabilities. The instrument training program you undertake should help you to develop not only essential flying skills but also the judgment necessary to use the skills within your own limits.

    Regardless of the method of training selected, the curriculum in Appendix B, Instrument Training Lesson Guide, provides guidance as to the minimum training required for the addition of an instrument rating to a private or commercial pilot certificate.

    Maintaining the Instrument Rating

    Once you hold the instrument rating, you may not act as pilot-in-command under IFR or in weather conditions less than the minimums prescribed for VFR, unless you meet the recent flight experience requirements outlined in 14 CFR part 61. These procedures must be accomplished within the preceding 6 months and include six instrument approaches, holding procedures, and intercepting and tracking courses through the use of navigation systems. If you do not meet the experience requirements during these 6 months, you have another 6 months to meet these minimums. If the requirements are still not met, you must pass an instrument proficiency check, which is an inflight evaluation by a qualified instrument flight instructor using tasks outlined in the instrument rating practical test standards (PTS).

    The instrument currency requirements must be accomplished under actual or simulated instrument conditions. You may log instrument flight time during the time for which you control the aircraft solely by reference to the instruments. This can be accomplished by wearing a view-limiting device, such as a hood, flying an approved flight-training device, or flying in actual IMC.

    It takes only one harrowing experience to clarify the distinction between minimum practical knowledge and a thorough understanding of how to apply the procedures and techniques used in instrument flight. Your instrument training is never complete; it is adequate when you have absorbed every foreseeable detail of knowledge and skill to ensure a solution will be available if and when you need it.

    CH1.ai

    Introduction

    The National Airspace System (NAS) is the network of United States airspace: air navigation facilities, equipment, services, airports or landing areas, aeronautical charts, information/services, rules, regulations, procedures, technical information, manpower, and material. Included are system components shared jointly with the military. The system’s present configuration is a reflection of the technological advances concerning the speed and altitude capability of jet aircraft, as well as the complexity of microchip and satellite-based navigation equipment. To conform to international aviation standards, the United States adopted the primary elements of the classification system developed by the International Civil Aviation Organization (ICAO).

    This chapter is a general discussion of airspace classification; en route, terminal, and approach procedures; and operations within the NAS. Detailed information on the classification of airspace, operating procedures, and restrictions is found in the Aeronautical Information Manual (AIM).

    Airspace Classification

    Airspace in the United States [Figure 1-1] is designated as follows:

    1. Class A. Generally, airspace from 18,000 feet mean sea level (MSL) up to and including flight level (FL) 600, including the airspace overlying the waters within 12 nautical miles (NM) of the coast of the 48 contiguous states and Alaska. Unless otherwise authorized, all pilots must operate their aircraft under instrument flight rules (IFR).

    2. Class B. Generally, airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored, consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. An air traffic control (ATC) clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace.

    3. Class C. Generally, airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower are serviced by a radar approach control and have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a 5 NM radius, an outer circle with a 10 NM radius that extends from 1,200 feet to 4,000 feet above the airport elevation and an outer area. Each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while within the airspace.

    4. Class D. Generally, airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and, when instrument procedures are published, the airspace normally designed to contain the procedures. Arrival extensions for instrument approach procedures (IAPs) may be Class D or Class E airspace. Unless otherwise authorized, each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace.

    5. Class E. Generally, if the airspace is not Class A, B, C, or D, and is controlled airspace, then it is Class E airspace. Class E airspace extends upward from either the surface or a designated altitude to the overlying or adjacent controlled airspace. When designated as a surface area, the airspace is configured to contain all instrument procedures. Also in this class are federal airways, airspace beginning at either 700 or 1,200 feet above ground level (AGL) used to transition to and from the terminal or en route environment, and en route domestic and offshore airspace areas designated below 18,000 feet MSL. Unless designated at a lower altitude, Class E airspace begins at 14,500 MSL over the United States, including that airspace overlying the waters within 12 NM of the coast of the 48 contiguous states and Alaska, up to but not including 18,000 feet MSL, and the airspace above FL 600.

    6. Class G. Airspace not designated as Class A, B, C, D, or E. Class G airspace is essentially uncontrolled by ATC except when associated with a temporary control tower.

    Fig1-1.psd

    Figure 1-1. Airspace classifications.

    Special Use Airspace

    Special use airspace is the designation for airspace in which certain activities must be confined or where limitations may be imposed on aircraft operations that are not part of those activities. Certain special use airspace areas can create limitations on the mixed use of airspace. The special use airspace depicted on instrument charts includes the area name or number, effective altitude, time and weather conditions of operation, the controlling agency, and the chart panel location. On National Aeronautical Navigation Products (AeroNav Products) en route charts, this information is available on one of the end panels.

    Prohibited areas contain airspace of defined dimensions within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. These areas are published in the Federal Register and are depicted on aeronautical charts. The area is charted as a P followed by a number (e.g., P-123).

    Restricted areas are areas where operations are hazardous to nonparticipating aircraft and contain airspace within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Activities within these areas must be confined because of their nature, or limitations may be imposed upon aircraft operations that are not a part of those activities, or both. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft (e.g., artillery firing, aerial gunnery, or guided missiles). IFR flights may be authorized to transit the airspace and are routed accordingly. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. ATC facilities apply the following procedures when aircraft are operating on an IFR clearance (including those cleared by ATC to maintain visual flight rules (VFR)-On-Top) via a route that lies within joint-use restricted airspace:

    1. If the restricted area is not active and has been released to the Federal Aviation Administration (FAA), the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance for it to do so.

    2. If the restricted area is active and has not been released to the FAA, the ATC facility will issue a clearance that will ensure the aircraft avoids the restricted airspace.

    Restricted areas are charted with an R followed by a number (e.g., R-5701) and are depicted on the en route chart appropriate for use at the altitude or FL being flown.

    Warning areas are similar in nature to restricted areas; however, the U.S. Government does not have sole jurisdiction over the airspace. A warning area is airspace of defined dimensions, extending from 12 NM outward from the coast of the United States, containing activity that may be hazardous to nonparticipating aircraft. The purpose of such areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both. The airspace is designated with a W followed by a number (e.g., W-123).

    Military operations areas (MOAs) consist of airspace with defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever an MOA is being used, nonparticipating IFR traffic may be cleared through an MOA if IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipating IFR traffic. MOAs are depicted on sectional, VFR terminal area, and en route low altitude charts and are not numbered (e.g., Boardman MOA).

    Alert areas are depicted on aeronautical charts with an A followed by a number (e.g., A-123) to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should exercise caution in alert areas. All activity within an alert area shall be conducted in accordance with regulations, without waiver, and pilots of participating aircraft, as well as pilots transiting the area, shall be equally responsible for collision avoidance.

    Military Training Routes (MTRs) are routes used by military aircraft to maintain proficiency in tactical flying. These routes are usually established below 10,000 feet MSL for operations at speeds in excess of 250 knots. Some route segments may be defined at higher altitudes for purposes of route continuity. Routes are identified as IFR (IR) and VFR (VR) followed by a number. MTRs with no segment above 1,500 feet AGL are identified by four number characters (e.g., IR1206, VR1207). MTRs that include one or more segments above 1,500 feet AGL are identified by three number characters (e.g., IR206, VR207). IFR low altitude en route charts depict all IR routes and all VR routes that accommodate operations above 1,500 feet AGL. IR routes are conducted in accordance with IFR regardless of weather conditions.

    Temporary flight restrictions (TFRs) are put into effect when traffic in the airspace would endanger or hamper air or ground activities in the designated area. For example, a forest fire, chemical accident, flood, or disaster-relief effort could warrant a TFR, which would be issued as a Notice to Airmen (NOTAM).

    National Security Areas (NSAs) consist of airspace with defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Flight in NSAs may be temporarily prohibited by regulation under the provisions of Title 14 of the Code of Federal Regulations (14 CFR) part 99 and prohibitions will be disseminated via NOTAM.

    Federal Airways

    The primary means for routing aircraft operating under IFR is the Federal Airways System. Each Federal airway is based on a centerline that extends from one navigational aid (NAVAID)/waypoint/fix/intersection to another NAVAID/ waypoint/fix/intersection specified for that airway. A Federal airway includes the airspace within parallel boundary lines 4 NM to each side of the centerline. As in all instrument flight, courses are magnetic, and distances are in NM. The airspace of a Federal airway has a floor of 1,200 feet AGL, unless otherwise specified. A Federal airway does not include the airspace of a prohibited area.

    Victor airways include the airspace extending from 1,200 feet AGL up to, but not including 18,000 feet MSL. The airways are designated on sectional and IFR low altitude en route charts with the letter V followed by a number (e.g., V23). Typically, Victor airways are given odd numbers when oriented north/south and even numbers when oriented east/west. If more than one airway coincides on a route segment, the numbers are listed serially (e.g., V287-495-500). [Figure 1-2]

    Fig1-2.psd

    Figure 1-2. Victor airways and charted IFR altitudes.

    Jet routes exist only in Class A airspace, from 18,000 feet MSL to FL 450, and are depicted on high-altitude en route charts. The letter J precedes a number to label the airway (e.g., J12).

    Area navigation (RNAV) routes have been established in both the low-altitude and the high-altitude structures in recent years and are depicted on the en route low and high chart series. High altitude RNAV routes are identified with a Q prefix (except the Q-routes in the Gulf of Mexico) and low altitude RNAV routes are identified with a T prefix. RNAV routes and data are depicted in aeronautical blue.

    In addition to the published routes, a random RNAV route may be flown under IFR if it is approved by ATC. Random RNAV routes are direct routes, based on RNAV capability, between waypoints defined in terms of latitude/longitude coordinates, degree-distance fixes, or offsets from established routes/airways at a specified distance and direction.

    Radar monitoring by ATC is required on all random RNAV routes. These routes can only be approved in a radar environment. Factors that are considered by ATC in approving random RNAV routes include the capability to provide radar monitoring and compatibility with traffic volume and flow. ATC will radar monitor each flight; however, navigation on the random RNAV route is the responsibility of the pilot.

    Other Routing

    Preferred IFR routes have been established between major terminals to guide pilots in planning their routes of flight, minimizing route changes, and aiding in the orderly management of air traffic on Federal airways. Low and high altitude preferred routes are listed in the Airport/Facility Directory (A/FD). To use a preferred route, reference the departure and arrival airports; if a routing exists for your flight, then airway instructions are listed.

    Tower En Route Control (TEC) is an ATC program that uses overlapping approach control radar services to provide IFR clearances. By using TEC, a pilot is routed by airport control towers. Some advantages include abbreviated filing procedures and reduced traffic separation requirements. TEC is dependent upon the ATC’s workload, and the procedure varies among locales.

    The latest version of Advisory Circular (AC) 90-91, North American Route Program (NRP), provides guidance to users of the NAS for participation in the NRP. All flights operating at or above FL 290 within the conterminous United States and Canada are eligible to participate in the NRP, the primary purpose of which is to allow operators to plan minimum time/cost routes that may be off the prescribed route structure. NRP aircraft are not subject to route-limiting restrictions (e.g., published preferred IFR routes) beyond a 200 NM radius of their point of departure or destination.

    IFR En Route Charts

    The objective of IFR en route flight is to navigate within the lateral limits of a designated airway at an altitude consistent with the ATC clearance. Your ability to fly instruments safely and competently in the system is greatly enhanced by understanding the vast array of data available to the pilot on instrument charts. AeroNav Products maintains and produces the charts for the U.S. Government.

    En route high-altitude charts provide aeronautical information for en route instrument navigation at or above 18,000 feet MSL. Information includes the portrayal of Jet and RNAV routes, identification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, and related information. Established jet routes from 18,000 feet MSL to FL 450 use NAVAIDs not more than 260 NM apart. The charts are revised every 56 days.

    To effectively depart from one airport and navigate en route under instrument conditions, a pilot needs the appropriate IFR en route low-altitude chart(s). The IFR low altitude en route chart is the instrument equivalent of the sectional chart. When folded, the cover of the AeroNav Products en route chart displays an index map of the United States showing the coverage areas. Cities near congested airspace are shown in black type and their associated area chart is listed in the box in the lower left-hand corner of the map coverage box. Also noted is an explanation of the off-route obstruction clearance altitude (OROCA). The effective date of the chart is printed on the other side of the folded chart. Information concerning MTRs is also included on the chart cover. The en route charts are revised every 56 days.

    When the AeroNav Products en route chart is unfolded, the legend is displayed and provides information concerning airports, NAVAIDs, communications, air traffic services, and airspace.

    Airport Information

    D_icon.png

    Airport information is provided in the legend, and the symbols used for the airport name, elevation, and runway length are similar to the sectional chart presentation. Associated city names are shown for public airports only. FAA identifiers are shown for all airports. ICAO identifiers are also shown for airports outside of the contiguous United States. Instrument approaches can be found at airports with blue or green symbols, while the brown airport symbol denotes airports that do not have instrument approaches. Stars are used to indicate the part-time nature of tower operations, Automatic Terminal Information Service (ATIS) frequencies, part-time or on request lighting facilities, and part-time airspace classifications. A box after an airport name with a C or D inside indicates Class C and D airspace, respectively, per Figure 1-3.

    Fig1-3.psd

    Figure 1-3. En route airport legend.

    Charted IFR Altitudes

    The minimum en route altitude (MEA) ensures a navigation signal strong enough for adequate reception by the aircraft navigation (NAV) receiver and obstacle clearance along the airway. Communication is not necessarily guaranteed with MEA compliance. The obstacle clearance, within the limits of the airway, is typically 1,000 feet in non-mountainous areas and 2,000 feet in designated mountainous areas. MEAs can be authorized with breaks in the signal coverage; if this is the case, the AeroNav Products en route chart notes MEA GAP parallel to the affected airway. MEAs are usually bidirectional; however, they can be single-directional. Arrows are used to indicate the direction to which the MEA applies.

    The minimum obstruction clearance altitude (MOCA), as the name suggests, provides the same obstruction clearance as an MEA; however, the NAV signal reception is ensured only within 22 NM of the closest NAVAID defining the route. The MOCA is listed below the MEA and indicated on AeroNav Products charts by a leading asterisk (e.g., *3400—see Figure 1-2, V287 at bottom left).

    R_icon.png

    The minimum reception altitude (MRA) identifies the lowest altitude at which an intersection can be determined from an off-course NAVAID. If the reception is line-of-sight based, signal coverage only extends to the MRA or above. However, if the aircraft is equipped with distance measuring equipment (DME) and the chart indicates the intersection can be identified with such equipment, the pilot could define the fix without attaining the MRA. On AeroNav Products charts, the MRA is indicated by the symbol and the altitude preceded by MRA (e.g., MRA 9300). [Figure 1-2]

    X_icon.png

    The minimum crossing altitude (MCA) is charted when a higher MEA route segment is approached. The MCA is usually indicated when a pilot is approaching steeply rising terrain and obstacle clearance and/or signal reception is compromised. In this case, the pilot is required to initiate a climb so the MCA is reached by the time the intersection is crossed. On AeroNav Products charts, the MCA is indicated by the symbol, and the Victor airway number, altitude, and the direction to which it applies (e.g. V24 8000 SE).

    The maximum authorized altitude (MAA) is the highest altitude at which the airway can be flown with assurance of receiving adequate navigation signals. Chart depictions appear as MAA-15000.

    T_icon.png

    When an MEA, MOCA, and/or MAA change on a segment other than at a NAVAID, a sideways T is depicted on the chart. If there is an airway break without the symbol, one can assume the altitudes have not changed (see the upper left area of Figure 1-2). When a change of MEA to a higher MEA is required, the climb may commence at the break, ensuring obstacle clearance. [Figure 1-4]

    Fig1-4.psd

    Figure 1-4. Legend from en route low attitude chart, air traffic services and airspace information section.

    Navigation Features

    Types of NAVAIDs

    Very high frequency omnidirectional ranges (VORs) are the principal NAVAIDs that support the Victor and Jet airways. Many other navigation tools are also available to the pilot. For example, nondirectional beacons (NDBs) can broadcast signals accurate enough to provide stand-alone approaches, and DME allows the pilot to pinpoint a reporting point on the airway. Though primarily navigation tools, these NAVAIDs can also transmit voice broadcasts.

    Tactical air navigation (TACAN) channels are represented as the two- or three-digit numbers following the three-letter identifier in the NAVAID boxes. The AeroNav Products terminal procedures provide a frequency-pairing table for the TACAN-only sites. On AeroNav Products charts, very-high frequencies and ultra-high frequencies (VHF/UHF) NAVAIDs (e.g., VORs) are depicted in black, while low frequencies and medium frequencies (LF/MF) are depicted as brown. [Figure 1-5]

    Fig1-5.psd

    Figure 1-5. Legend from en route low attitude chart.

    Identifying Intersections

    Intersections along the airway route are established by a variety of NAVAIDs. An open triangle indicates the location of an ATC reporting point at an intersection. If the triangle is solid, a report is compulsory. [Figure 1-4] NDBs, localizers, and off-route VORs are used to establish intersections. NDBs are sometimes collocated with intersections, in which case passage of the NDB would mark the intersection. A bearing to an off-route NDB also can provide intersection identification. A localizer course used to identify an intersection is depicted by a feathered arrowhead symbol on the en route chart. If feathered markings appear on the left-hand side of the arrowhead, a back course (BC) signal is transmitted. On AeroNav Products en route charts, the localizer symbol is only depicted to identify an intersection.

    Off-route VORs remain the most common means of identifying intersections when traveling on an airway. Arrows depicted next to the intersection indicate the NAVAID to be used for identification. Another means of identifying an intersection is with the use of DME. A hollow arrowhead indicates DME is authorized for intersection identification. If the DME mileage at the intersection is a cumulative distance of route segments, the mileage is totaled and indicated by a D-shaped symbol with a mileage number inside. [Figure 1-4] Approved IFR global positioning system (GPS) units can also be used to report intersections.

    Other Route Information

    DME and GPS provide valuable route information concerning such factors as mileage, position, and ground speed. Even without this equipment, information is provided on the charts for making the necessary calculations using time and distance. The en route chart depicts point-to-point distances on the airway system. Distances from VOR to VOR are charted with a number inside of a box. To differentiate distances when two airways coincide, the word TO with the three-letter VOR identifier appear to the left of the distance boxes.

    COP_icon.png

    VOR changeover points (COPs) are depicted on the charts by this symbol. The numbers indicate the distance at which to change the VOR frequency. The frequency change might be required due to signal reception or conflicting frequencies. If a COP does not appear on an airway, the frequency should be changed midway between the facilities. A COP at an intersection may indicate a course change.

    Occasionally an x appears at a separated segment of an airway that is not an intersection. The x is a mileage breakdown or computer navigation fix and may indicate a course change.

    CH1_p10-9.png

    Today’s computerized system of ATC has greatly reduced the need for holding en route. However, published holding patterns are still found on charts at junctures where ATC has deemed it necessary to enable traffic flow. When a holding pattern is charted, the controller may provide the holding direction and the statement as published. [Figure 1-4]

    CH1_p10-11.png

    Boundaries separating the jurisdiction of Air Route Traffic Control Centers (ARTCC) are depicted on charts with blue serrations. The name of the controlling facility is printed on the corresponding side of the division line. ARTCC remote sites are depicted as blue serrated boxes and contain the center name, sector name, and the sector frequency. [Figure 1-4]

    Weather Information and Communication Features

    CH1_p10-12.pngCH1_p10-13.png

    En route NAVAIDs also provide weather information and serve communication functions. When a NAVAID is shown as a shadowed box, an automated flight service station (AFSS) of the same name is directly associated with the facility. If an AFSS is located without an associated NAVAID, the shadowed box is smaller and contains only the name and identifier. The AFSS frequencies are provided above the box. (Frequencies 122.2 and 255.4, and emergency frequencies 121.5 and 243.0 are not listed.)

    CH1_p10-14.png

    A Remote Communications Outlet (RCO) associated with a NAVAID is designated by a thin-lined box with the controlling AFSS frequency above the box and the name under the box. Without an associated facility, the thin-lined RCO box contains the AFSS name and remote frequency.

    CH1_p10-15.png

    Automated Surface Observing Station (ASOS), Automated Weather Observing Station (AWOS), Hazardous Inflight Weather Advisory Service (HIWAS), and Transcribed Weather Broadcast (TWEB) are continuously transmitted over selected NAVAIDs and depicted in the NAVAID box. ASOS/AWOS are depicted by a white A, HIWAS by a H and TWEB broadcasts by a T in a solid black circle in the upper right or left corner.

    New Technologies

    Technological advances have made multifunction displays and moving maps more common in newer aircraft. Even older aircraft are being retrofitted to include glass in the flight deck. [Figure 1-6] Moving maps improve pilot situational awareness (SA) by providing a picture of aircraft location in relation to NAVAIDS, waypoints, airspace, terrain, and hazardous weather. GPS systems can be certified for terminal area and en route use as well as approach guidance.

    Fig1-6.psd

    Figure 1-6. Moving map display.

    Additional breakthroughs in display technology are the new electronic chart systems or electronic flight bags that facilitate the use of electronic documents in the general aviation flight deck. [Figure 1-7] An electronic chart or flight bag is a self-powered electronic library that stores and displays en route charts and other essential documents on a screen. These electronic devices can store the digitized United States terminal procedures, en route charts, the complete A/FD, in addition to 14 CFR and the AIM. Full touch-screen based computers allow pilots to view airport approach and area charts electronically while flying. With FAA approval, an operator may replace paper charts as well as other paper materials including minimum equipment lists (MELs), standard operating procedures (SOPs), standard instrument departures (SIDs), standard terminal arrival routes (STARs), checklists, and flight deck manuals. As with paper flight publications, the electronic database needs to be current to provide accurate information regarding NAVAIDS, waypoints, and terminal procedures. Databases are updated every 28 days and are available from various commercial vendors. Pilots should be familiar with equipment operation, capabilities, and limitations prior to use.

    Fig1-7.psd

    Figure 1-7. Example of an electronic flight bag.

    Terminal Procedures Publications

    While the en route charts provide the information necessary to safely transit broad regions of airspace, the United States Terminal Procedures Publication (TPP) enables pilots to guide their aircraft in the airport area. Whether departing or arriving, these procedures exist to make the controllers’ and pilots’ jobs safer and more efficient. Available in booklets by region (published by AeroNav Products), the TPP includes approach procedures, STARs, Departure Procedures (DPs), and airport diagrams.

    Departure Procedures

    There are two types of DPs: Obstacle Departure Procedures (ODP) and SIDs. [Figure 1-8] Both types of DPs provide obstacle clearance protection to aircraft in instrument meteorological conditions (IMC), while reducing communications and departure delays. DPs are published in text and/or charted graphic form. Regardless of the format, all DPs provide a way to depart the airport and transition to the en route structure safely. When possible, pilots are strongly encouraged to file and fly a DP at night, during marginal visual meteorological conditions (VMC) and IMC.

    All DPs provide obstacle clearance provided the aircraft crosses the end of the runway at least 35 feet AGL; climbs to 400 feet above airport elevation before turning; and climbs at least 200 feet per nautical mile (FPNM), unless a higher climb gradient is specified to the assigned altitude. ATC may vector an aircraft off a previously assigned DP; however, the 200 FPNM or the FPNM specified in the DP is required.

    Textual ODPs are listed by city and airport in the IFR Take-Off Minimums and DPs section of the TPP. SIDs are depicted in the TPP following the approach procedures for the airport.

    Fig1-8a.psdFig1-8b.psd

    Figure 1-8. Obstacle departure procedures (ODP) and standard instrument departures (SID).

    Standard Terminal Arrival Routes

    STARs depict prescribed routes to transition the instrument pilot from the en route structure to a fix in the terminal area from which an instrument approach can be conducted. If a pilot does not have the appropriate STAR, write No STAR in the flight plan. However, if the controller is busy, the pilot might be cleared along the same route and, if necessary, the controller has the pilot copy the entire text of the procedure.

    STARs are listed alphabetically at the beginning of the AeroNav Products booklet. Figure 1-9 shows an example of a STAR, and the legend for STARs and DPs printed in AeroNav Products booklets.

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    Figure 1-9. DP chart legend and STAR.

    Instrument Approach Procedure Charts

    The instrument approach procedure (IAP) chart provides the method to descend and land safely in low visibility conditions. The FAA establishes an IAP after thorough analyses of obstructions, terrain features, and navigational facilities. Maneuvers, including altitude changes, course corrections, and other limitations, are prescribed in the IAP. The approach charts reflect the criteria associated with the United States Standard for Terminal Instrument Approach Procedures (TERPs), which prescribes standardized methods for use in designing instrument flight procedures.

    In addition to the AeroNav Products, other governmental and corporate entities produce approach procedures. The U.S. Military IAPs are established and published by the Department of Defense and are available to the public upon request. Special IAPs are approved by the FAA for individual operators and are not available to the general public. Foreign country standard IAPs are established and published according to the individual country’s publication procedures. The information presented in the following sections highlight features of the United States TPP.

    The instrument approach chart is divided into six main sections, which include the margin identification, pilot briefing (and notes), plan view, profile view, landing minimums, and airport diagram. [Figure 1-10] An examination of each section follows.

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    Figure 1-10. Instrument approach chart.

    Margin Identification

    The margin identification, at the top and bottom of the chart, depicts the airport location and procedure identification. The civil approach plates are organized by city, then airport name and state. For example, Orlando Executive in Orlando, Florida, is alphabetically listed under O for Orlando. Military approaches are organized by airport name first.

    The chart’s amendment status appears below the city and state in the bottom margin. The amendment number is followed by the five-digit julian-date of the last chart change.05300 is read, the 300th day of 2005. At the center of the top margin is the FAA chart reference number and the approving authority. At the bottom center, the airport’s latitude and longitude coordinates are provided. If a chart is original, the date of issuance can be used instead of the julian-date.

    The procedure chart title (top and bottom margin area of Figure 1-10) is derived from the type of navigational facility providing final approach course guidance. A runway number is listed when the approach course is aligned within 30º of the runway centerline. This type of approach allows a straight-in landing under the right conditions. The type of approach followed by a letter identifies approaches that do not have straight-in landing minimums. Examples include procedure titles at the same airport, which have only circling minimums. The first approach of this type created at the airport is labeled with the letter A, and the lettering continues in alphabetical order (e.g., VOR-A or LDA-B"). The letter designation signifies the expectation is for the procedure to culminate in a circling approach to land. As a general rule, circling-only approaches are designed for one of the two following reasons:

    • The final approach course alignment with the runway centerline exceeds 30º.

    • The descent gradient is greater than 400 FPNM from the final approach fix (FAF) to the threshold crossing height (TCH). When this maximum gradient is exceeded, the circling-only approach procedure may be designed to meet the gradient criteria limits.

    Further information on this topic can be found in the Instrument Procedures Handbook, Chapter 4, under Approach Naming Chart Conventions.

    To distinguish between the left, right, and center runways, an L, R, or C follows the runway number (e.g., ILS RWY 16R). In some cases, an airport might have more than one circling approach, shown as VOR-A, VOR/DME-B, etc.

    More than one navigational system separated by a slash indicates more than one type of equipment is required to execute the final approach (e.g., VOR/DME RWY 31). More than one navigational system separated by or indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15). Multiple approaches of the same type, to the same runway and using the same guidance, have an additional letter from the end of the alphabet, number, or term in the title (e.g., ILS Z RWY 28, SILVER ILS RWY 28, or ILS 2 RWY 28). VOR/DME RNAV approaches are identified as VOR/DME RNAV RWY (runway number). Helicopters have special IAPs designated with COPTER in the procedure identification (e.g., COPTER LOC/DME 25L). Other types of navigation systems may be required to execute other portions of the approach prior to intercepting the final approach segment or during the missed approach.

    The Pilot Briefing

    The pilot briefing is located at the top of the chart and provides the pilot with information required to complete the published approach procedure. Included in the pilot briefing are the NAVAID providing approach guidance, its frequency, the final approach course, and runway information. A notes section contains additional procedural information. For example, a procedural note might indicate restrictions for circling maneuvers. Some other notes might concern a local altimeter setting and the resulting change in the minimums. The use of RADAR may also be noted in this section. Additional notes may be found in the plan view.

    When a triangle containing a T appears in the notes section, it signifies the airport has nonstandard IFR takeoff minimums. Pilots should refer to the DPs section of the TPP to determine takeoff minimums.

    When a triangle containing an A appears in the notes section, it signifies the airport has nonstandard IFR alternate minimums. Civil pilots should refer to the Alternate Minimums Section of the TPP to determine alternate minimums. Military pilots should refer to appropriate regulations.

    When a triangle containing an A NA appears in the notes area, it signifies that Alternate Minimums are Not Authorized due to unmonitored facility or the absence of weather reporting service.

    Communication frequencies are listed in the order in which they would be used during the approach. Frequencies for weather and related facilities are included, where applicable, such as ATIS, ASOS, AWOS, and AFSSs.

    The Plan View

    The plan view provides a graphical overhead view of the procedure and depicts the routes that guide the pilot from the en route segments to the initial approach fix (IAF). [Figure 1-10] During the initial approach, the aircraft has departed the en route phase of flight and is maneuvering to enter an intermediate or final segment of the instrument approach. An initial approach can be made along prescribed routes within the terminal area, which may be along an arc, radial, course, heading, radar vector, or a combination thereof. Procedure turns and high-altitude teardrop penetrations are initial approach segments. Features of the plan view, including the procedure turn, obstacle elevation, minimum safe altitude (MSA), and procedure track are depicted in Figure 1-11. Terrain is depicted in the plan view portion of all IAPs if the terrain within the plan view exceeds 4,000 feet above the airport elevation, or if within a 6 NM radius of the airport reference point the terrain rises at least 2,000 feet above the airport elevation.

    Fig1-11a.psdFig1-11b.psd

    Figure 1-11. IAP plan view and symbol legends.

    Some AeroNav Products charts contain a reference or distance circle with a specified radius (10 NM is most common). Normally, approach features within the plan view are shown to scale; however, only the data within the reference circle is always drawn to scale.

    Concentric dashed circles, or concentric rings around the distance circle, are used when the information necessary to the procedure will not fit to scale within the limits of the plan view area. They serve as a means to systematically arrange this information in its relative position outside and beyond the reference circle. These concentric rings are labeled en route facilities and feeder facilities.

    The primary airport depicted in the plan view is drawn with enough detail to show the runway orientation and final approach course alignment. Airports other than the primary approach airport are not normally depicted in the AeroNav Products plan view.

    Known spot elevations are indicated on the plan view with a dot in MSL altitude. The largest dot and number combination indicates the highest elevation. An inverted V with a dot in the center depicts an obstacle. The highest obstacle is indicated with a bolder, larger version of the same symbol. [Figure 1-11]

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    The MSA circle appears in the plan view, except in approaches for which the Terminal Arrival Area (TAA) format is used or appropriate NAVAIDs (e.g., VOR or NDB) are unavailable. The MSA is provided for emergency purposes only and guarantees 1,000 feet obstruction clearance in the sector indicated with reference to the bearings in the circle. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility (NAVAID) on which the IAP is

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