1、1,Airline Transition Course,Jeppesen Chart Review,2,Enroute Charts,3,Types of Enroute Charts Low Altitude,“L” Chart Portray Victor Airways From the lowest usable IFR altitude up to 17,999 52 charts, US(LO)1/2 through US(LO)51/52 Scale usually 1”=10NM Sometimes 1”=20NM,4,Types of Enroute Charts High
2、Altitude,“Jet Charts” Portray Jet Routes From 18,000 to FL450 The scale for the western half of the US is charted at 1”=40NM while the eastern half is 1”=25NM,5,Types of Enroute Charts Area,Shaded areas on front panel of enroute chart depict areas where Area Charts exist. Larger scale to depict more
3、 detail 1”=7.5NM,6,Revision Cycle,42 days advanced notice is required prior to major aeronautical changes. (ICAO) The effective date of the change must fall on “day 1” of a 28-cycle. Changes to enroute charts are effective at 0901Z on “day 1”, which always happens to be a Thursday. Jeppesen enroute
4、charts are revised every other 28 day cycle. If no changes are made to the chart then it is not revised.,7,Enroute Text Pages,Each text page has a name centered at the top indicating the section to which it belongs. These names match the tab pages. A page number can be found in the upper left or rig
5、ht corner. If the page number is prefixed with US it can only be found in US manuals, not international.,8,Enroute Text Pages Contents,Legend Air Defense Identification Zones Florida Keys Free Area In Flight Weather Advisory Reference Locations Stratification of United States Airspace System High De
6、nsity Traffic Airports Preferred IFR Routes Tower Enroute Control (TEC) City Pairs Chart NOTAMs,9,Preferred IFR Routes,Preferred IFR routes originally come from Letters of Agreement between different Air Traffic Control facilities and Standard Operating Procedures within an ATC facility. These are t
7、he routes controllers would like you to fly. If you do not file a Preferred Route many times ATC will amend your clearance to reflect the preferred route.,10,Tower Enroute Control (TEC) City Pairs,Tower Enroute Control means that you will be able to fly between the two cities listed without having t
8、o contact an ARTCC. You will still communicate with Terminal ATCS. For instance on a flight from KDAB to KPIE you will speak to Daytona Approach, Orlando Approach and Tampa Approach. You will not speak with Jacksonville or Miami ARTCCs.,11,Chart NOTAMs,Included behind their own tab These pages are r
9、evised and reissued every two weeks.,12,Enroute Charts Front Panel,13,Geographic Areas,Numbers with arrows indicate the geographical area located on that side of the chart. Directly below the chart identifying numbers is the scale of the chart.,14,Changes,Each time a change is made to an enroute cha
10、rt, the chart is revised, and the change that caused the revision is listed on the front panel of the chart.,15,Airspace Rules,A summary of airspace rules is located beneath the map on the front panel.,16,Time Zones,Time zones are shown on the front panel. They are indicated by a series of letter “T
11、s” on the map. The charts include to conversion to UTC for both daylight savings time and standard time within each time zone.,17,Communications Tabulation,A product of a “Jeppesen Listens” program. It is replacing the city location guide.,18,Communications Tabulation,Words in bold type indicate the
12、 names to be used in voice communications. For instance when arriving at Nampa, Idaho, Boise Approach is the controlling facility.,19,Communication Tabulation,The capital “R” after App indicates that radar is available. Any sectorization of frequencies is displayed on the Comm Tab. For instance when
13、 approaching Salt Lake City north of 41N below 8000 contact Salt Lake City Approach on 121.1,20,Hemispheric Altitudes,A reminder showing the appropriate cruising altitudes for VFR and IFR is included in schematic form at the bottom of the front panel. Remember: 91.179 says that the east-west hemisph
14、eric rules apply only to operations in uncontrolled airspace.,21,Zig-Dex,Has replaced the City Location Guide. Place the thumb of either the right or left hand on the name at the top of the back panel and slide the thumb to the inside of the chart. This will open the chart to the desired area.,22,Ch
15、art Face,23,Chart Edges,When approaching the edge of a chart the adjoining chart is shown by a shaded blue line. In this case US(LO)18 is the next chart to the north and west.,24,Lat/Long,Latitude and longitude lines and their values are shown on the face of the chart to assist with finding geograph
16、ic features based on their lat/long.,25,VOR Facilities,Every VOR facility has a compass rose surrounding the location of the VOR. A single line extends from the 360 radial to indicate magnetic north. A box adjacent to the compass rose gives the name, frequency, the three letter and Morse code identi
17、fiers, and its class. The shadow box indicates that the VOR is part of the enroute structure. A VOR with DME is indicated by scallops inside the compass rose and a small D to the left of the VOR. The “9” on the box at Bozeman shows that additional information about Bozeman is somewhere on the same e
18、nroute chart panel.,26,Reporting Points,On US charts noncompulsory reporting points at navaids are not charted. This is because all navaids are potential reporting points. Noncompulsory reporting points are otherwise indicated with an open triangle. Compulsory reporting points at VORs are indicated
19、by a solid triangle in the center of a compass rose.,27,Terminal VORs,If a terminal VOR is not used for enroute flight phases it is not boxed on the enroute chart. Most VORs are for both VFR and IFR use. The terminal VOR at Buffalo however is for VFR use only. This is annotated on the chart.,28,TACA
20、Ns,Pure TACANs do not have compass roses since the azimuth cannot be used by most civilian pilots. DME information can be received via VHF and is shown with the TACAN information.,29,NDBs,Non-directional radio beacons are shown by a three green concentric circles. NDBs also normally have a tick mark
21、 above the facility just like VORs.,30,Localizers,All localizers are now shown on enroute charts to indicate their availability. Localizers that have an enroute function, for instance forming an intersection, are shown with their frequencies. Localizers with no enroute function are indicated by the
22、localizer “feather” only.,31,Communications,All available frequencies are now “stacked” above the airport information in the following sequence: ATIS ASOS AWOS-3 RCO LAA CTAF,32,FSS,All Flight Service Stations frequencies are shown on the face of the chart near the location of their antennae. Since
23、the first two digits of flight service frequencies are always 12, they are not shown on the enroute charts. In this example the FSS frequency for Great Falls FSS is 122.55,33,RCOs,The exact location for remote communication outlets is shown as a small dot with a circle around it. Again the “12” in t
24、he frequency is dropped out. The FSS station is listed next to the RCO frequency. The name of the site is listed in the box beneath the frequency. The name has no aeronautical use except for revisions.,34,Center Frequencies,Center frequency boxes are placed as close to the receiver site as possible.
25、 ARTCC boundaries are shown with a thin line with ticks alternating on both sides of the exact ARTCC boundary.,35,Airport Information,When an airport name is in all capital letters the airport has some type of approved standard instrument approach procedure. Non-IFR airports are printed in UPPER and
26、 lowercase letters. Also on US charts IFR airports are shown in blue. Non-IFR are shown in green.,36,Airport Information,The stack of information available for an airport includes the following: City Name Airport Name (if different) Four letter ID, if all letters and no numbers, otherwise three lett
27、er ID. Runway Length rounded to the nearest hundred with seventy being the break off point. Airport Elevation,37,Controlled Airspace,38,Class A,There is no symbol on Jeppesen Charts for Class A. A note on the front panel of the high altitude enroute chart states that all airspace at and above 18,000
28、 up to and including FL600 is Class A.,39,Class B,The Class B airspace boundary at the uppermost level is shown on the Jeppesen enroute and area charts by a light magenta shaded area. Inset in the Class B line is the capital letter B to additionally identify the airspace type. Class B airspace chart
29、s are included as 10-1A charts at the beginning of each of the Jeppesen approach charts at the airports where Class B is in effect.,40,Class C,Class C airspace is similar to the Class B airspace symbol. The main difference is that the Class C airspace symbol is blue and contain the letter “C” on the
30、 perimeter. The top of the Class C airspace around each airport is included below the which includes the name of the airport.,41,Class D,Class D is symbolized as a dashed blue line around an airport with a D within the dashes.,42,Class E,All airspace at or above 14,500 is Class E. This is not charte
31、d. Class E around an airport is symbolized as a dashed blue line with an E in it.,43,Special VFR,At any airport within Class C, D, or E airspace with the airspace shown as dashed lines Special VFR is available. If the airspace is ringed with shaded magenta squares Special VFR is not permitted.,44,Pa
32、rt-Time Controlled Airspace,An asterisk indicates that airspace is only part-time. To determine the hours of operation the back panel of the enroute chart has a complete listing of all the part-time controlled airspace.,45,Bases of Controlled Airspace,All airspace below 14,500 is shown as white area
33、s. If the airspace is uncontrolled below 14,500 it is shaded on the chart.,46,Special Use Airspace,47,Special Use Airspace,SUA airspace is shown as a magenta box showing the affected area. The information block includes upper and lower limits of the area. Restricted and Prohibited airspace used more
34、 hashes per inch in the boundaries than MOAs and Warning Areas.,48,Military Operation Areas,MOAs are only depicted on “L” charts. MOAs show the lateral boundaries but vertical limits and hours of operation are included on a panel on the chart including the controlling agencys name.,49,Airspace Restr
35、icted Areas,Normally all of the information regarding SUAs is found on the face of the enroute chart near the respective area. In cases where congestion limits space on the face of the chart, SUAs and their limits are listed on the bottom of the front panel. Also all part-time terminal airspace is s
36、hown on the chart panel.,50,Airways,Originally airborne highways were numbered the same as the ground highways beneath them. For example V-2 closely parallels US Highway 2 across the northern US. Even numbered airways usually run east-west whereas odd numbered run north-south similar to the intersta
37、tes.,51,Airways,All airways in the US are formed by magnetic radials from VORs, rarely NDBs. Due to the high magnetic variation values near the North Pole, courses which define airways in the Northern Domestic Airspace are true. On the enroute charts the degrees for the radial are followed by a “T”
38、if true is used.,52,Minimum Altitudes,FAR 91.177 states that no person may operate an aircraft under IFR below the applicable minimum altitudes prescribed in Parts 95 and 97. All the MEAs MOCAs, MRA, and MCAs, found on the charts are those altitudes prescribed by Part 95. Part 97 discusses MDAs and
39、DHs.,53,MEAs and MOCAs,Minimum Enroute Altitudes (MEA) and Minimum Obstruction Clearance Altitudes (MOCA) assure a 2,000 terrain clearance for mountainous terrain and 1,000 terrain clearance for non-mountainous. Provided by official FAA sources.,54,MEAs and MOCAs,MEA assures both terrain clearance a
40、nd navigation coverage along the length of the airway. MOCA assures terrain clearance along the length of the airway but navigation coverage only within 22NM of the VOR. MOCA is shown next to MEA with a “T” following the altitude. Remember “T” is for terrain.,55,MEA changes,If an MEA changes at an i
41、ntersection a small “T” bar is at the end of the airway line.,56,Mileage,The numbers adjacent to the airway designators, and enclosed in the six-sided box, represent the total distance between navigation facilities. When an airway is broken by intersections the various leg lengths are shown by numbe
42、rs not enclosed in a box.,57,Changeover Points,COPs assure continuous reception of navigation signals at the MEA and also assure that you will not receive azimuth signals from two different navigation facilities on the same frequency. When an airway does not have a specified COP and does not bend th
43、e COP is at the midway point. If a COP is needed other than halfway or a bend it will be shown on the chart with the distances from each facility if not co-located with an intersection.,58,Intersections,Intersections on airways, also known as reporting points, are used for:ATC purposes Locations for
44、 altitude changes And as transition points.,59,“X”,An “X” symbol is not an intersection. It is a bend in the airway. A name is included in a parenthesis, this is for use with a GPS or FMS.,60,Identifying Intersections,Most intersections are formed by radials and can be identified by that method. Som
45、e can be identified by DME. This is shown by a D with an arrow pointing at the intersection If the intersection is not the first from the VOR then a DME distance is included to avoid math errors.,61,Off-Airway Navigation,Two means of plotting off airway routes: Standard enroute charts: High Low Area
46、 RNAV charts,62,Low/High Charts,Many do not share the same scale and makes plotting direct routes difficult. For instance in the High series of charts the west half of the US is charted at 1”=40NM while the east half is 1”=25NM,63,VORs for Direct Route Navigation,When flying direct off-airway routes
47、 by VOR remember to apply the FAA distance limitations. A brief summary is:There are times when ATC will initiate a direct route that exceeds the stated distances. When that happens ATC will provide radar monitoring and navigational assistance as necessary.,64,GPS for Direct Route Navigation,ATC wil
48、l allow it. However when filing for long direct routes using GPS and not the VOR navaids, the routes will be approved only in a radar environment.,65,GPS as a Substitute,The FAA now allows GPS to substitute for all DMEs and NDBs in the US. GPS must be approved for terminal IFR operations.,66,RNAV Ch
49、arts,11 Charts to cover the entire US. 1”=30NM First published in 1968 when the first RNAV computer entered the market place CLC-60 made by Narco,67,Determining Magnetic Courses,There is a Jeppesen Plotter included with the RNAV charts that can be used to determine courses.,68,MORAs,Minimum Off-Rout
50、e Altitude Shown in one-degree intervals.,69,Obstruction Criteria MORA,On Jeppesen Charts all MORA altitudes which are 6,000 or lower have an obstacle clearance of 1,000. If the MORA altitudes are 7,000 or greater the obstacle clearance is 2,000.,70,OROCA,Off Route Obstruction Clearance Altitude. Only provided in the United States. Jeppesen MORAs are the same altitudes as FAA OROCA in the US.,
