 AIM 4/3/14 5−1−30 Preflight 5 − 1 − 12. Change in Flight Plan In addition to altitude or flight level, destination and/or route changes, increasing or decreasing the speed of an aircraft constitutes a change in a flight plan. Therefore, at any time the average true airspeed at cruising altitude between reporting points varies or is expected to vary from that given in the flight plan by plus or minus 5 percent, or 10 knots, whichever is ATC should be advised. 5 − 1 − 13. Change in Proposed Departure Time a. To prevent computer saturation in the en route environment, parameters have been established to delete proposed departure flight plans which have not been activated. Most centers have this parameter set so as to delete these flight plans a minimum of 1 hour after the proposed departure time. To ensure that a flight plan remains active, pilots whose actual departure time will be delayed 1 hour or more beyond their filed departure time, are requested to notify ATC of their departure time. b. Due to traffic saturation, control personnel frequently will be unable to accept these revisions via radio. It is recommended that you forward these revisions to the nearest FSS. 5 − 1 − 14. Closing VFR/DVFR Flight Plans A pilot is responsible for ensuring that his/her VFR or DVFR flight plan is canceled. You should close your flight plan with the nearest FSS, or if one is not available, you may request any ATC facility to relay your cancellation to the FSS. Control towers do not automatically close VFR or DVFR flight plans since they do not know if a particular VFR aircraft is on a flight plan. If you fail to report or cancel your flight plan within 1 / 2 hour after your ETA, search and rescue procedures are started. REFERENCE − 14 CFR Section 91.153. 5 − 1 − 15. Canceling IFR Flight Plan a. 14 CFR Sections 91.153 and 91.169 include the statement “When a flight plan has been activated, the pilot-in-command, upon canceling or completing the flight under the flight plan, must notify an FAA Flight Service Station or ATC facility.” b. An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside Class A airspace by pilots stating “CANCEL MY IFR FLIGHT PLAN” to the controller or air/ground station with which they are communicating. Immediately after canceling an IFR flight plan, a pilot should take the necessary action to change to the appropriate air/ground frequency, VFR radar beacon code and VFR altitude or flight level. c. ATC separation and information services will be discontinued, including radar services (where applicable). Consequently, if the canceling flight desires VFR radar advisory service, the pilot must specifically request it. NOTE − Pilots must be aware that other procedures may beapplicable to a flight that cancels an IFR flight plan withinan area where a special program, such as a designatedTRSA, Class C airspace, or Class B airspace, has been established. d. If a DVFR flight plan requirement exists, the pilot is responsible for filing this flight plan to replace the canceled IFR flight plan. If a subsequent IFR operation becomes necessary, a new IFR flight plan must be filed and an ATC clearance obtained before operating in IFR conditions. e. If operating on an IFR flight plan to an airport with a functioning control tower, the flight plan is automatically closed upon landing. f. If operating on an IFR flight plan to an airport where there is no functioning control tower, the pilot must initiate cancellation of the IFR flight plan. This can be done after landing if there is a functioning FSS or other means of direct communications with ATC. In the event there is no FSS and/or air/ground communications with ATC is not possible below a certain altitude, the pilot should, weather conditions permitting, cancel the IFR flight plan while still airborne and able to communicate with ATC by radio. This will not only save the time and expense of canceling the flight plan by telephone but will quickly release the airspace for use by other aircraft. 5 − 1 − 16. RNAV and RNP Operations a. During the pre−flight planning phase the availability of the navigation infrastructure required for the intended operation, including any non−RNAV contingencies, must be confirmed for the period of intended operation. Availability of the onboard Page 2
AIM 4/3/14 5−1−31 Preflight navigation equipment necessary for the route to be flown must be confirmed. b. If a pilot determines a specified RNP level cannot be achieved, revise the route or delay the operation until appropriate RNP level can be ensured. c. The onboard navigation database must be current and appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields. d. During system initialization, pilots of aircraft equipped with a Flight Management System or other RNAV−certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. Flight crews should crosscheck the cleared flight plan against charts or other applicable resources, as well as the navigation system textual display and the aircraft map display. This process includes confirmation of the waypoints sequence, reasonableness of track angles and distances, any altitude or speed constraints, and identification of fly−by or fly−over waypoints. A procedure must not be used if validity of the navigation database is in doubt. e. Prior to commencing takeoff, the flight crew must verify that the RNAV system is operating correctly and the correct airport and runway data have been loaded. f. During the pre−flight planning phase RAIM prediction must be performed if TSO−C129() equipment is used to solely satisfy the RNAV and RNP requirement. GPS RAIM availability must be confirmed for the intended route of flight (route and time) using current GPS satellite information. In the event of a predicted, continuous loss of RAIM of more than five (5) minutes for any part of the intended flight, the flight should be delayed, canceled, or re−routed where RAIM requirements can be met. Operators may satisfy the predictive RAIM require- ment through any one of the following methods: 1. Operators may monitor the status of each satellite in its plane/slot position, by accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs), and compute RAIM availability using model−specific RAIM prediction software; 2. Operators may use the FAA en route and terminal RAIM prediction website: www.raimprediction.net; 3. Operators may contact a Flight Service Station (not DUATS) to obtain non−precision approach RAIM; 4. Operators may use a third party interface, incorporating FAA/VOLPE RAIM prediction data without altering performance values, to predict RAIM outages for the aircraft’s predicted flight path and times; 5. Operators may use the receiver’s installed RAIM prediction capability (for TSO−C129a/Class A1/B1/C1 equipment) to provide non−precision approach RAIM, accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs). Receiver non−precision approach RAIM should be checked at airports spaced at intervals not to exceed 60 NM along the RNAV 1 procedure’s flight track. “Terminal” or “Approach” RAIM must be available at the ETA over each airport checked; or, 6. Operators not using model−specific software or FAA/VOLPE RAIM data will need FAA operational approval. NOTE − If TSO −C145/C146 equipment is used to satisfy the RNAV and RNP requirement, the pilot/operator need not performthe prediction if WAAS coverage is confirmed to beavailable along the entire route of flight. Outside the U.S.or in areas where WAAS coverage is not available, operators using TSO −C145/C146 receivers are required to check GPS RAIM availability. Page 3
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AIM 4/3/14 5−2−1 Departure Procedures Section 2. Departure Procedures 5 − 2 − 1. Pre-taxi Clearance Procedures a. Certain airports have established pre-taxi clear- ance programs whereby pilots of departing instrument flight rules (IFR) aircraft may elect to re- ceive their IFR clearances before they start taxiing for takeoff. The following provisions are included in such procedures: 1. Pilot participation is not mandatory. 2. Participating pilots call clearance delivery or ground control not more than 10 minutes before pro- posed taxi time. 3. IFR clearance (or delay information, if clear- ance cannot be obtained) is issued at the time of this initial call-up. 4. When the IFR clearance is received on clear- ance delivery frequency, pilots call ground control when ready to taxi. 5. Normally, pilots need not inform ground con- trol that they have received IFR clearance on clearance delivery frequency. Certain locations may, however, require that the pilot inform ground control of a portion of the routing or that the IFR clearance has been received. 6. If a pilot cannot establish contact on clearance delivery frequency or has not received an IFR clear- ance before ready to taxi, the pilot should contact ground control and inform the controller accordingly. b. Locations where these procedures are in effect are indicated in the Airport/Facility Directory. 5 − 2 − 2. Pre − departure Clearance Proce- dures a. Many airports in the National Airspace System are equipped with the Tower Data Link System (TDLS) that includes the Pre−departure Clearance (PDC) function. The PDC function automates the Clearance Delivery operations in the ATCT for par- ticipating users. The PDC function displays IFR clearances from the ARTCC to the ATCT. The Clear- ance Delivery controller in the ATCT can append local departure information and transmit the clear- ance via data link to participating airline/service provider computers. The airline/service provider will then deliver the clearance via the Aircraft Commu- nications Addressing and Reporting System (ACARS) or a similar data link system or, for nondata link equipped aircraft, via a printer located at the de- parture gate. PDC reduces frequency congestion, controller workload and is intended to mitigate deliv- ery/readback errors. Also, information from participating users indicates a reduction in pilot workload. b. PDC is available only to participating aircraft that have subscribed to the service through an ap- proved service provider. c. Due to technical reasons, the following limita- tions currently exist in the PDC program: 1. Aircraft filing multiple flight plans are limit- ed to one PDC clearance per departure airport within a 24−hour period. Additional clearances will be de- livered verbally. 2. If the clearance is revised or modified prior to delivery, it will be rejected from PDC and the clear- ance will need to be delivered verbally. d. No acknowledgment of receipt or readback is required for a PDC. e. In all situations, the pilot is encouraged to con- tact clearance delivery if a question or concern exists regarding an automated clearance. 5 − 2 − 3. Taxi Clearance Pilots on IFR flight plans should communicate with the control tower on the appropriate ground control or clearance delivery frequency, prior to starting en- gines, to receive engine start time, taxi and/or clearance information. 5 − 2 − 4. Line Up and Wait (LUAW) a. Line up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure. The ATC instruction “LINE UP AND WAIT” is used to instruct a pilot to taxi onto the departure runway and line up and wait. EXAMPLE − Tower: “N234AR Runway 24L, line up and wait.” b. This ATC instruction is not an authorization to takeoff. In instances where the pilot has been Page 5
AIM 4/3/14 5−2−2 Departure Procedures instructed to line up and wait and has been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/ condition is satisfied, the pilot should expect an imminent takeoff clearance, unless advised of a delay. If you are uncertain about any ATC instruction or clearance, contact ATC immediately. c. If a takeoff clearance is not received within a reasonable amount of time after clearance to line up and wait, ATC should be contacted. EXAMPLE − Aircraft: Cessna 234AR holding in position Runway 24L. Aircraft: Cessna 234AR holding in position Runway 24L at Bravo. NOTE − FAA analysis of accidents and incidents involving aircraftholding in position indicate that two minutes or moreelapsed between the time the instruction was issued to line up and wait and the resulting event (for example, land −over or go −around). Pilots should consider the length of time that they have been holding in position whenever theyHAVE NOT been advised of any expected delay to determine when it is appropriate to query the controller. REFERENCE − Advisory Circulars 91 −73A, Part 91 and Part 135 Single−Pilot Proced- ures during Taxi Operations, and 120 −74A, Parts 91, 121, 125, and 135 Flightcrew Procedures during Taxi Operations d. Situational awareness during line up and wait operations is enhanced by monitoring ATC instructions/clearances issued to other aircraft. Pilots should listen carefully if another aircraft is on frequency that has a similar call sign and pay close attention to communications between ATC and other aircraft. If you are uncertain of an ATC instruction or clearance, query ATC immediately. Care should be taken to not inadvertently execute a clearance/ instruction for another aircraft. e. Pilots should be especially vigilant when conducting line up and wait operations at night or during reduced visibility conditions. They should scan the full length of the runway and look for aircraft on final approach or landing roll out when taxiing onto a runway. ATC should be contacted anytime there is a concern about a potential conflict. f. When two or more runways are active, aircraft may be instructed to “LINE UP AND WAIT” on two or more runways. When multiple runway operations are being conducted, it is important to listen closely for your call sign and runway. Be alert for similar sounding call signs and acknowledge all instructions with your call sign. When you are holding in position and are not sure if the takeoff clearance was for you, ask ATC before you begin takeoff roll. ATC prefers that you confirm a takeoff clearance rather than mistake another aircraft’s clearance for your own. g. When ATC issues intersection “line up and wait” and takeoff clearances, the intersection designator will be used. If ATC omits the intersection designator, call ATC for clarification. EXAMPLE − Aircraft: “Cherokee 234AR, Runway 24L at November 4, h. If landing traffic is a factor during line up and wait operations, ATC will inform the aircraft in position of the closest traffic that has requested a full− stop, touch−and−go, stop−and−go, or an unrestricted low approach to the same runway. Pilots should take care to note the position of landing traffic. ATC will also advise the landing traffic when an aircraft is authorized to “line up and wait” on the same runway. EXAMPLE − Tower: “Cessna 234AR, Runway 24L, line up and wait.Traffic a Boeing 737, six mile final.”Tower: “Delta 1011, continue, traffic a Cessna 210 holding in position Runway 24L.” NOTE − ATC will normally withhold landing clearance to arrivalaircraft when another aircraft is in position and holding on the runway. i. Never land on a runway that is occupied by another aircraft, even if a landing clearance was issued. Do not hesitate to ask the controller about the traffic on the runway and be prepared to execute a go− around. NOTE − Always clarify any misunderstanding or confusionconcerning ATC instructions or clearances. ATC should beadvised immediately if there is any uncertainty about the ability to comply with any of their instructions. 5 − 2 − 5. Abbreviated IFR Departure Clear- ance (Cleared. . .as Filed) Procedures a. ATC facilities will issue an abbreviated IFR de- parture clearance based on the ROUTE of flight filed in the IFR flight plan, provided the filed route can be approved with little or no revision. These abbreviated clearance procedures are based on the following conditions: Page 6
AIM 4/3/14 5−2−3 Departure Procedures 1. The aircraft is on the ground or it has departed visual flight rules (VFR) and the pilot is requesting IFR clearance while airborne. 2. That a pilot will not accept an abbreviated clearance if the route or destination of a flight plan filed with ATC has been changed by the pilot or the company or the operations officer before departure. 3. That it is the responsibility of the company or operations office to inform the pilot when they make a change to the filed flight plan. 4. That it is the responsibility of the pilot to in- form ATC in the initial call-up (for clearance) when the filed flight plan has been either: (a) Amended, or (b) Canceled and replaced with a new filed flight plan. NOTE − The facility issuing a clearance may not have received therevised route or the revised flight plan by the time a pilot re- quests clearance. b. Controllers will issue a detailed clearance when they know that the original filed flight plan has been changed or when the pilot requests a full route clear- ance. c. The clearance as issued will include the destina- tion airport filed in the flight plan. d. ATC procedures now require the controller to state the DP name, the current number and the DP transition name after the phrase “Cleared to (destina- tion) airport” and prior to the phrase, “then as filed,” for ALL departure clearances when the DP or DP transition is to be flown. The procedures apply wheth- er or not the DP is filed in the flight plan. e. STARs, when filed in a flight plan, are consid- ered a part of the filed route of flight and will not normally be stated in an initial departure clearance. If the ARTCC’s jurisdictional airspace includes both the departure airport and the fix where a STAR or STAR transition begins, the STAR name, the current number and the STAR transition name MAY be stated in the initial clearance. f. “Cleared to (destination) airport as filed” does NOT include the en route altitude filed in a flight plan. An en route altitude will be stated in the clearance or the pilot will be advised to expect an assigned or filed altitude within a given time frame or at a certain point after departure. This may be done verbally in the de- parture instructions or stated in the DP. g. In both radar and nonradar environments, the controller will state “Cleared to (destination) airport as filed” or: 1. If a DP or DP transition is to be flown, specify the DP name, the current DP number, the DP transi- tion name, the assigned altitude/flight level, and any additional instructions (departure control frequency, beacon code assignment, etc.) necessary to clear a de- parting aircraft via the DP or DP transition and the route filed. EXAMPLE − National Seven Twenty cleared to Miami Airport Intercon-tinental one departure, Lake Charles transition then as filed, maintain Flight Level two seven zero. 2. When there is no DP or when the pilot cannot accept a DP, the controller will specify the assigned altitude or flight level, and any additional instructions necessary to clear a departing aircraft via an appropri- ate departure routing and the route filed. NOTE − A detailed departure route description or a radar vector 3. If it is necessary to make a minor revision to the filed route, the controller will specify the assigned DP or DP transition (or departure routing), the revi- sion to the filed route, the assigned altitude or flight level and any additional instructions necessary to clear a departing aircraft. EXAMPLE − Jet Star One Four Two Four cleared to Atlanta Airport,South Boston two departure then as filed except changeroute to read South Boston Victor 20 Greensboro, maintain one seven thousand. 4. Additionally, in a nonradar environment, the controller will specify one or more fixes, as neces- sary, to identify the initial route of flight. EXAMPLE − Cessna Three One Six Zero Foxtrot cleared to Charlotte Page 7
AIM 4/3/14 5−2−4 Departure Procedures h. To ensure success of the program, pilots should: 1. Avoid making changes to a filed flight plan just prior to departure. 2. State the following information in the initial call-up to the facility when no change has been made to the filed flight plan: Aircraft call sign, location, type operation (IFR) and the name of the airport (or fix) to which you expect clearance. EXAMPLE − “Washington clearance delivery (or ground control if ap-propriate) American Seventy Six at gate one, IFR Los Angeles.” 3. If the flight plan has been changed, state the change and request a full route clearance. EXAMPLE − “Washington clearance delivery, American Seventy Six atgate one. IFR San Francisco. My flight plan route has beenamended (or destination changed). Request full route clearance.” 4. Request verification or clarification from ATC if ANY portion of the clearance is not clearly un- derstood. 5. When requesting clearance for the IFR por- tion of a VFR/IFR flight, request such clearance prior to the fix where IFR operation is proposed to com- mence in sufficient time to avoid delay. Use the following phraseology: EXAMPLE − “Los Angeles center, Apache Six One Papa, VFR estimat-ing Paso Robles VOR at three two, one thousand five hundred, request IFR to Bakersfield.” 5 − 2 − 6. Departure Restrictions, Clearance Void Times, Hold for Release, and Release a. ATC may assign departure restrictions, clear- ance void times, hold for release, and release times, when necessary, to separate departures from other traffic or to restrict or regulate the departure flow. 1. Clearance Void Times. A pilot may receive a clearance, when operating from an airport without a control tower, which contains a provision for the clearance to be void if not airborne by a specific time. A pilot who does not depart prior to the clearance void time must advise ATC as soon as possible of their intentions. ATC will normally advise the pilot of the time allotted to notify ATC that the aircraft did not de- part prior to the clearance void time. This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes after the clearance void time will result in the aircraft being considered overdue and search and rescue procedures initiated. NOTE − 1. Other IFR traffic for the airport where the clearance isissued is suspended until the aircraft has contacted ATC oruntil 30 minutes after the clearance void time or 30 minutesafter the clearance release time if no clearance void time is issued. 2. Pilots who depart at or after their clearance void timeare not afforded IFR separation and may be in violation of14 CFR Section 91.173 which requires that pilots receivean appropriate ATC clearance before operating IFR in controlled airspace. EXAMPLE − Clearance void if not off by (clearance void time) and, if re-quired, if not off by (clearance void time) advise (facility) not later than (time) of intentions. 2. Hold for Release. ATC may issue “hold for release” instructions in a clearance to delay an air- craft’s departure for traffic management reasons (i.e., weather, traffic volume, etc.). When ATC states in the clearance, “hold for release,” the pilot may not depart utilizing that IFR clearance until a release time or additional instructions are issued by ATC. In addi- tion, ATC will include departure delay information in conjunction with “hold for release” instructions. The ATC instruction, “hold for release,” applies to the IFR clearance and does not prevent the pilot from depart- ing under VFR. However, prior to takeoff the pilot should cancel the IFR flight plan and operate the transponder on the appropriate VFR code. An IFR clearance may not be available after departure. EXAMPLE − (Aircraft identification) cleared to (destination) airport asfiled, maintain (altitude), and, if required (additional in-structions or information), hold for release, expect (time in hours and/or minutes) departure delay. 3. Release Times. A “release time” is a depar- ture restriction issued to a pilot by ATC, specifying the earliest time an aircraft may depart. ATC will use “release times” in conjunction with traffic manage- ment procedures and/or to separate a departing aircraft from other traffic. EXAMPLE − (Aircraft identification) released for departure at (time in Page 8
AIM 4/3/14 5−2−5 Departure Procedures 4. Expect Departure Clearance Time (EDCT). The EDCT is the runway release time assigned to an aircraft included in traffic management programs. Aircraft are expected to depart no earlier than 5 minutes before, and no later than 5 minutes af- ter the EDCT. b. If practical, pilots departing uncontrolled air- ports should obtain IFR clearances prior to becoming airborne when two-way communications with the controlling ATC facility is available. 5 − 2 − 7. Departure Control a. Departure Control is an approach control func- tion responsible for ensuring separation between departures. So as to expedite the handling of depar- tures, Departure Control may suggest a takeoff direction other than that which may normally have been used under VFR handling. Many times it is pre- ferred to offer the pilot a runway that will require the fewest turns after takeoff to place the pilot on course or selected departure route as quickly as possible. At many locations particular attention is paid to the use of preferential runways for local noise abatement pro- grams, and route departures away from congested areas. b. Departure Control utilizing radar will normally clear aircraft out of the terminal area using DPs via ra- dio navigation aids. 1. When a departure is to be vectored immedi- ately following takeoff, the pilot will be advised prior to takeoff of the initial heading to be flown but may not be advised of the purpose of the heading. 2. At some airports when a departure will fly an RNAV SID that begins at the runway, ATC may ad- vise aircraft of the initial fix/waypoint on the RNAV route. The purpose of the advisory is to remind pilots to verify the correct procedure is programmed in the FMS before takeoff. Pilots must immediately advise ATC if a different RNAV SID is entered in the air- craft’s FMC. When this advisory is absent, pilots are still required to fly the assigned SID as published. EXAMPLE − Delta 345 RNAV to MPASS, Runway26L, cleared for NOTE − 1. The SID transition is not restated as it is contained in the 2. Aircraft cleared via RNAV SIDs designed to begin witha vector to the initial waypoint are assigned a heading be- fore departure. 3. Pilots operating in a radar environment are expected to associate departure headings or an RNAV departure advisory with vectors or the flight path to their planned route or flight. When given a vector tak- ing the aircraft off a previously assigned nonradar route, the pilot will be advised briefly what the vector is to achieve. Thereafter, radar service will be pro- vided until the aircraft has been reestablished “on-course” using an appropriate navigation aid and the pilot has been advised of the aircraft’s position or a handoff is made to another radar controller with fur- ther surveillance capabilities. c. Controllers will inform pilots of the departure control frequencies and, if appropriate, the transpon- der code before takeoff. Pilots must ensure their transponder is adjusted to the “on” or normal operat- ing position as soon as practical and remain on during all operations unless otherwise requested to change to “standby” by ATC. Pilots should not change to the de- parture control frequency until requested. Controllers may omit the departure control frequency if a DP has or will be assigned and the departure control fre- quency is published on the DP. 5 − 2 − 8. Instrument Departure Procedures (DP) − Obstacle Departure Procedures (ODP) and Standard Instrument Departures Instrument departure procedures are preplanned in- strument flight rule (IFR) procedures which provide obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs, Obstacle Departure Procedures (ODPs), printed either textually or graphically, and Standard Instru- ment Departures (SIDs), always printed graphically. All DPs, either textual or graphic may be designed us- ing either conventional or RNAV criteria. RNAV procedures will have RNAV printed in the title, e.g., SHEAD TWO DEPARTURE (RNAV). ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruc- tion clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. Graphic ODPs will have (OBSTACLE) printed in the procedure title, e.g., GEYSR THREE Page 9
AIM 4/3/14 5−2−6 Departure Procedures DEPARTURE (OBSTACLE), or, CROWN ONE DEPARTURE (RNAV) (OBSTACLE). Standard In- strument Departures are air traffic control (ATC) procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system en- hancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID. All DPs provide the pilot with a way to depart the air- port and transition to the en route structure safely. Pilots operating under 14 CFR Part 91 are strongly encouraged to file and fly a DP at night, during mar- ginal Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC), when one is available. The following paragraphs will pro- vide an overview of the DP program, why DPs are developed, what criteria are used, where to find them, how they are to be flown, and finally pilot and ATC responsibilities. a. Why are DPs necessary? The primary reason is to provide obstacle clearance protection information to pilots. A secondary reason, at busier airports, is to increase efficiency and reduce communications and departure delays through the use of SIDs. When an in- strument approach is initially developed for an airport, the need for DPs is assessed. The procedure designer conducts an obstacle analysis to support de- parture operations. If an aircraft may turn in any direction from a runway within the limits of the as- sessment area (see paragraph 5−2−8b3) and remain clear of obstacles, that runway passes what is called a diverse departure assessment and no ODP will be published. A SID may be published if needed for air traffic control purposes. However, if an obstacle pen- etrates what is called the 40:1 obstacle identification surface, then the procedure designer chooses whether to: 1. Establish a steeper than normal climb gradi- ent; or 2. Establish a steeper than normal climb gradi- ent with an alternative that increases takeoff minima to allow the pilot to visually remain clear of the ob- stacle(s); or 3. Design and publish a specific departure route; or 4. A combination or all of the above. b. What criteria is used to provide obstruction clearance during departure? 1. Unless specified otherwise, required obstacle clearance for all departures, including diverse, is based on the pilot crossing the departure end of the runway at least 35 feet above the departure end of run- way elevation, climbing to 400 feet above the departure end of runway elevation before making the initial turn, and maintaining a minimum climb gradi- ent of 200 feet per nautical mile (FPNM), unless required to level off by a crossing restriction, until the minimum IFR altitude. A greater climb gradient may be specified in the DP to clear obstacles or to achieve an ATC crossing restriction. If an initial turn higher than 400 feet above the departure end of runway elevation is specified in the DP, the turn should be commenced at the higher altitude. If a turn is speci- fied at a fix, the turn must be made at that fix. Fixes may have minimum and/or maximum crossing alti- tudes that must be adhered to prior to passing the fix. In rare instances, obstacles that exist on the extended runway centerline may make an “early turn” more de- sirable than proceeding straight ahead. In these cases, the published departure instructions will include the language “turn left(right) as soon as practicable.” These departures will also include a ceiling and visi- bility minimum of at least 300 and 1. Pilots encountering one of these DPs should preplan the climb out to gain altitude and begin the turn as quickly as possible within the bounds of safe operating prac- tices and operating limitations. This type of departure procedure is being phased out. NOTE − “Practical” or “feasible” may exist in some existing de- 2. ODPs and SIDs assume normal aircraft per- formance, and that all engines are operating. Development of contingency procedures, required to cover the case of an engine failure or other emergency in flight that may occur after liftoff, is the responsibility of the operator. (More detailed information on this subject is available in Advisory Circular AC 120−91, Airport Obstacle Analysis, and in the “Departure Procedures” section of chapter 2 in the Instrument Procedures Handbook, FAA−H−8261−1.) 3. The 40:1 obstacle identification surface (OIS) begins at the departure end of runway (DER) and slopes upward at 152 FPNM until reaching the minimum IFR altitude or entering the en route struc- Page 10
AIM 4/3/14 5−2−7 Departure Procedures ture. This assessment area is limited to 25 NM from the airport in nonmountainous areas and 46 NM in designated mountainous areas. Beyond this distance, the pilot is responsible for obstacle clearance if not operating on a published route, if below (having not reached) the MEA or MOCA of a published route, or an ATC assigned altitude. See FIG 5−2−1. (Ref 14 CFR 91.177 for further information on en route alti- tudes.) NOTE − ODPs are normally designed to terminate within these dis-tance limitations, however, some ODPs will contain routesthat may exceed 25/46 NM; these routes will ensure obstacle protection until reaching the end of the ODP. FIG 5 −2−1 Diverse Departure Obstacle Assessment to 25/46 NM 4. Obstacles that are located within 1 NM of the DER and penetrate the 40:1 OCS are referred to as “low, close−in obstacles.” The standard required obstacle clearance (ROC) of 48 feet per NM to clear these obstacles would require a climb gradient greater than 200 feet per NM for a very short distance, only until the aircraft was 200 feet above the DER. To eliminate publishing an excessive climb gradient, the obstacle AGL/MSL height and location relative to the DER is noted in the “Take−off Minimums and (OBSTACLE) Departure Procedures” section of a given Terminal Procedures Publication (TPP) book- let. The purpose of this note is to identify the obstacle(s) and alert the pilot to the height and loca- tion of the obstacle(s) so they can be avoided. This can be accomplished in a variety of ways, e.g., the pilot may be able to see the obstruction and maneuver around the obstacle(s) if necessary; early liftoff/climb performance may allow the aircraft to cross well above the obstacle(s); or if the obstacle(s) cannot be visually acquired during departure, preflight plan- ning should take into account what turns or other maneuver may be necessary immediately after takeoff to avoid the obstruction(s). 5. Climb gradients greater than 200 FPNM are specified when required to support procedure design constraints, obstacle clearance, and/or airspace re- strictions. Compliance with a climb gradient for these purposes is mandatory when the procedure is part of the ATC clearance, unless increased takeoff minim- ums are provided and weather conditions allow compliance with these minimums. Additionally, ATC required crossing restrictions may also require climb gradients greater than 200 FPNM. These climb gradi- ents may be amended or canceled at ATC’s discretion. Multiple ATC climb gradients are permitted. An ATC climb gradient will not be used on an ODP. EXAMPLE − “Cross ALPHA intersection at or below 4000; maintain6000.” The pilot climbs at least 200 FPNM to 6000. If 4000is reached before ALPHA, the pilot levels off at 4000 untilpassing ALPHA; then immediately resumes at least 200 FPNM climb. EXAMPLE − “TAKEOFF MINIMUMS: RWY 27, Standard with a min-imum climb of 280’ per NM to 2500, ATC climb of 310’ perNM to 4000 ft.” A climb of at least 280 FPNM is required to 2500 and is mandatory when the departure procedure is Page 11
AIM 4/3/14 5−2−8 Departure Procedures included in the ATC clearance. ATC requires a climb gradi-ent of 310 FPNM to 4000, however, this ATC climb gradient may be amended or canceled. 6. Climb gradients may be specified only to an altitude/fix, above which the normal gradient applies. EXAMPLE − “Minimum climb 340 FPNM to ALPHA.” The pilot climbsat least 340 FPNM to ALPHA, then at least 200 FPNM to MIA. 7. Some DPs established solely for obstacle avoidance require a climb in visual conditions to cross the airport or an on−airport NAVAID in a speci- fied direction, at or above a specified altitude. These procedures are called Visual Climb Over the Airport (VCOA). EXAMPLE − “Climb in visual conditions so as to cross the McElory Air-port southbound, at or above 6000, then climb viaKeemmling radial zero three three to Keemmling VOR- TAC.” c. Who is responsible for obstacle clearance? DPs are designed so that adherence to the procedure by the pilot will ensure obstacle protection. Additionally: 1. Obstacle clearance responsibility also rests with the pilot when he/she chooses to climb in visual conditions in lieu of flying a DP and/or depart under increased takeoff minima rather than fly the climb gradient. Standard takeoff minima are one statute mile for aircraft having two engines or less and one− half statute mile for aircraft having more than two engines. Specified ceiling and visibility minima (VCOA or increased takeoff minima) will allow visu- al avoidance of obstacles until the pilot enters the standard obstacle protection area. Obstacle avoid- ance is not guaranteed if the pilot maneuvers farther from the airport than the specified visibility minimum prior to reaching the specified altitude. DPs may also contain what are called Low Close in Obstacles. These obstacles are less than 200 feet above the de- parture end of runway elevation and within one NM of the runway end, and do not require increased take- off minimums. These obstacles are identified on the SID chart or in the Take−off Minimums and (Ob- stacle) Departure Procedures section of the U. S. Terminal Procedure booklet. These obstacles are es- pecially critical to aircraft that do not lift off until close to the departure end of the runway or which climb at the minimum rate. Pilots should also consid- er drift following lift−off to ensure sufficient clearance from these obstacles. That segment of the procedure that requires the pilot to see and avoid ob- stacles ends when the aircraft crosses the specified point at the required altitude. In all cases continued obstacle clearance is based on having climbed a mini- mum of 200 feet per nautical mile to the specified point and then continuing to climb at least 200 foot per nautical mile during the departure until reaching the minimum enroute altitude, unless specified other- wise. 2. ATC may assume responsibility for obstacle clearance by vectoring the aircraft prior to reaching the minimum vectoring altitude by using a Diverse Vector Area (DVA). The DVA has been assessed for departures which do not follow a specific ground track. ATC may also vector an aircraft off a previous- ly assigned DP. In all cases, the 200 FPNM climb gradient is assumed and obstacle clearance is not pro- vided by ATC until the controller begins to provide navigational guidance in the form of radar vectors. NOTE − When used by the controller during departure, the term“radar contact” should not be interpreted as relieving pi-lots of their responsibility to maintain appropriate terrainand obstruction clearance which may include flying the ob- stacle DP. 3. Pilots must preplan to determine if the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the departure procedure, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement in feet per minute. Higher than standard climb gradients are specified by a note on the departure procedure chart for graphic DPs, or in the Take−Off Minimums and (Obstacle) Departure Procedures section of the U.S. Terminal Procedures booklet for textual ODPs. The required climb gradient, or higher, must be main- tained to the specified altitude or fix, then the standard climb gradient of 200 ft/NM can be re- sumed. A table for the conversion of climb gradient (feet per nautical mile) to climb rate (feet per minute), at a given ground speed, is included on the inside of the back cover of the U.S. Terminal Procedures book- lets. d. Where are DPs located? DPs will be listed by airport in the IFR Takeoff Minimums and (Obstacle) Departure Procedures Section, Section L, of the Ter- minal Procedures Publications (TPPs). If the DP is textual, it will be described in TPP Section L. SIDs and complex ODPs will be published graphically and Page 12
AIM 4/3/14 5−2−9 Departure Procedures named. The name will be listed by airport name and runway in Section L. Graphic ODPs will also have the term “(OBSTACLE)” printed in the charted proce- dure title, differentiating them from SIDs. 1. An ODP that has been developed solely for obstacle avoidance will be indicated with the symbol “T” on appropriate Instrument Approach Procedure (IAP) charts and DP charts for that airport. The “T” symbol will continue to refer users to TPP Section C. In the case of a graphic ODP, the TPP Section C will only contain the name of the ODP. Since there may be both a textual and a graphic DP, Section C should still be checked for additional information. The nonstan- dard takeoff minimums and minimum climb gradients found in TPP Section C also apply to charted DPs and radar vector departures unless differ- ent minimums are specified on the charted DP. Takeoff minimums and departure procedures apply to all runways unless otherwise specified. New graphic DPs will have all the information printed on the graphic depiction. As a general rule, ATC will only assign an ODP from a nontowered airport when com- pliance with the ODP is necessary for aircraft to aircraft separation. Pilots may use the ODP to help ensure separation from terrain and obstacles. e. Responsibilities 1. Each pilot, prior to departing an airport on an IFR flight should: (a) Consider the type of terrain and other ob- stacles on or in the vicinity of the departure airport; (b) Determine whether an ODP is available; (c) Determine if obstacle avoidance can be maintained visually or if the ODP should be flown; and (d) Consider the effect of degraded climb per- formance and the actions to take in the event of an engine loss during the departure. Pilots should notify ATC as soon as possible of reduced climb capability in that circumstance. NOTE − Guidance concerning contingency procedures that 1 speed on a large or turbine −powered transport category airplane may be found in AC 120 −91, Airport Obstacle Analysis. 2. Pilots should not exceed a published speed re- striction associated with a SID waypoint until passing that waypoint. 3. After an aircraft is established on an SID and subsequently vectored or cleared off of the SID or SID transition, pilots must consider the SID canceled, unless the controller adds “expect to resume SID;” pi- lots should then be prepared to rejoin the SID at a subsequent fix or procedure leg. ATC may also inter- rupt the vertical navigation of a SID and provide alternate altitude instructions while the aircraft re- mains established on the published lateral path. Aircraft may not be vectored off of an ODP or issued an altitude lower than a published altitude on an ODP until at or above the MVA/MIA, at which time the ODP is canceled. 4. Aircraft instructed to resume a procedure such as a DP or SID which contains speed and/or alti- tude restrictions, must be: (a) Issued/reissued all applicable restrictions, or (b) Advised to comply with restrictions or re- sume published speed. EXAMPLE − “Resume the Solar One departure, comply with restric-tions.”“Proceed direct CIROS, resume the Solar One departure, comply with restrictions.” 5. A clearance for a SID which contains pub- lished altitude restrictions may be issued using the phraseology “climb via.” Climb via is an abbreviated clearance that requires compliance with the proced- ure lateral path, associated speed and altitude restrictions along the cleared route or procedure. Clearance to “climb via” authorizes the pilot to: (a) When used in the IFR departure clearance, in a PDC, DCL or when cleared to a waypoint depic- ted on a SID, to join the procedure after departure or to resume the procedure. (b) When vertical navigation is interrupted and an altitude is assigned to maintain which is not contained on the published procedure, to climb from that previously-assigned altitude at pilot’s discretion to the altitude depicted for the next waypoint. (c) Once established on the depicted depar- ture, to navigate laterally and climb to meet all published or assigned altitude and speed restrictions. NOTE − 1. When otherwise cleared along a route or procedure thatcontains published speed restrictions, the pilot must com-ply with those speed restrictions independent of a climb via clearance. Page 13
AIM 4/3/14 5−2−10 Departure Procedures 2. ATC anticipates pilots will begin adjusting speed theminimum distance necessary prior to a published speed re-striction so as to cross the waypoint/fix at the publishedspeed. Once at the published speed ATC expects pilots willmaintain the published speed until additional adjustmentis required to comply with further published or ATC as-signed speed restrictions or as required to ensure compliance with 14 CFR Section 91.117. 3. If ATC interrupts lateral/vertical navigation while anaircraft is flying a SID, ATC must ensure obstacle clear-ance. When issuing a “climb via” clearance to join orresume a procedure ATC must ensure obstacle clearanceuntil the aircraft is established on the lateral and vertical path of the SID. 4. ATC will assign an altitude to cross if no altitude is de-picted at a waypoint/fix or when otherwise necessary/required, for an aircraft on a direct route to a waypoint/fix where the SID will be joined or resumed. 5. SIDs will have a “top altitude;” the “top altitude” is thecharted “maintain” altitude contained in the procedure description or assigned by ATC. REFERENCE − FAAJO 7110.65, Para 5-6-2, Methods EXAMPLE − 1. Lateral route clearance: “Cleared Loop Six departure.” NOTE − The aircraft must comply with the SID lateral path, and any 2. Routing with assigned altitude: “Cleared Loop Six departure, climb and maintain four thousand.” NOTE − The aircraft must comply with the SID lateral path, and anypublished speed restriction while climbing unrestricted to four thousand. 3. (A pilot filed a flight plan to the Johnston Airport usingthe Scott One departure, Jonez transition, then Q-145. Thepilot filed for FL350. The Scott One includes altituderestrictions, a top altitude and instructions to expect thefiled altitude ten minutes after departure). Beforedeparture ATC uses PDC, DCL or clearance delivery to issue the clearance: “Cleared to Johnston Airport, Scott One departure, Jonez transition, Q-OneForty-five. Climb via SID.” NOTE − In Example 3, the aircraft must comply with the Scott Onedeparture lateral path and any published speed and alti- tude restrictions while climbing to the SID top altitude. 4. (Using the Example 3 flight plan, ATC determines thetop altitude must be changed to FL180). The clearance will read: “Cleared to Johnston Airport, Scott One departure, Jonez transition, Q-One Forty-five, Climb via SID except NOTE − In Example 4, the aircraft must comply with the Scott Onedeparture lateral path and any published speed and alti-tude restrictions while climbing to FL180. The aircraftmust stop climb at FL180 until issued further clearance by ATC. 5. (An aircraft was issued the Suzan Two departure,“climb via SID” in the IFR departure clearance. Afterdeparture ATC must change a waypoint crossing restriction). The clearance will be: “Climb via SID except cross Mkala at or above seven thousand.” NOTE − In Example 5, the aircraft will comply with the Suzan Twodeparture lateral path and any published speed and alti-tude restrictions and climb so as to cross Mkala at or above7,000; remainder of the departure must be flown as pub- lished. 6. (An aircraft was issued the Teddd One departure,“climb via SID” in the IFR departure clearance. Aninterim altitude of 10,000 was issued instead of thepublished top altitude of FL 230). After departure ATC isable to issue the published top altitude. The clearance will be: “Climb via SID.” NOTE − In Example 6, the aircraft will track laterally and verticallyon the Teddd One departure and initially climb to 10,000;Once re-issued the “climb via” clearance the interim alti-tude is canceled aircraft will continue climb to FL230 while complying with published restrictions. 7. (An aircraft was issued the Bbear Two departure,“climb via SID” in the IFR departure clearance. Aninterim altitude of 16,000 was issued instead of thepublished top altitude of FL 190). After departure, ATC isable to issue a top altitude of FL300 and still requirescompliance with the published SID restrictions. The clearance will be: “Climb via SID except maintain flight level three zero zero.” NOTE − In Example 7, the aircraft will track laterally and verticallyon the Bbear Two departure and initially climb to 16,000;Once re-issued the “climb via” clearance the interim alti-tude is canceled and the aircraft will continue climb to FL300 while complying with published restrictions. Page 14
AIM 4/3/14 5−2−11 Departure Procedures 8. (An aircraft was issued the Bizee Two departure, “climbvia SID.” After departure, ATC vectors the aircraft off ofthe SID, and then issues a direct routing to rejoin the SIDat Rockr waypoint which does not have a published altituderestriction. ATC wants the aircraft to cross at or above 10,000). The clearance will read: “Proceed direct Rockr, cross Rockr at or above one-zero thousand, climb via the Bizee Two departure.” NOTE − In Example 8, the aircraft will join the Bizee Two SID atRockr at or above 10,000 and then comply with the pub-lished lateral path and any published speed or altitude restrictions while climbing to the SID top altitude. 9. (An aircraft was issued the Suzan Two departure,“climb via SID” in the IFR departure clearance. Afterdeparture ATC vectors the aircraft off of the SID, and thenclears the aircraft to rejoin the SID at Dvine waypoint,which has a published crossing restriction). The clearance will read: “Proceed direct Dvine, Climb via the Suzan Two departure.” NOTE − In Example 9, the aircraft will join the Suzan Two departureat Dvine, at the published altitude, and then comply withthe published lateral path and any published speed or alti- tude restrictions. 6. Pilots cleared for vertical navigation using the phraseology “climb via” must inform ATC, upon ini- tial contact, of the altitude leaving and any assigned restrictions not published on the procedure. EXAMPLE − 1. (Cactus 711 is cleared to climb via the Laura Twodeparture. The Laura Two has a top altitude of FL190): “Cactus Seven Eleven leaving two thousand, climbing via the Laura Two departure.” 2. (Cactus 711 is cleared to climb via the Laura Twodeparture, but ATC changed the top altitude to16,000): “Cactus Seven Eleven leaving two thousand for one-six thousand, climbing via the Laura Two departure.” 7. If prior to or after takeoff an altitude restric- tion is issued by ATC, all previously issued “ATC” altitude restrictions are canceled including those pub- lished on a SID. Pilots must still comply with all speed restrictions and lateral path requirements pub- lished on the SID unless canceled by ATC. EXAMPLE − Prior to takeoff or after departure ATC issues an altitudechange clearance to an aircraft cleared to climb via a SIDbut ATC no longer requires compliance with published alti- tude restrictions: “Climb and maintain flight level two four zero.” NOTE − The published SID altitude restrictions are canceled; Theaircraft should comply with the SID lateral path and beginan unrestricted climb to FL240. Compliance with pub-lished speed restrictions is still required unless specifically deleted by ATC. 8. Altitude restrictions published on an ODP are necessary for obstacle clearance and/or design con- straints. Compliance with these restrictions is mandatory and CANNOT be lowered or cancelled by ATC. f. RNAV Departure Procedures All public RNAV SIDs and graphic ODPs are RNAV 1. These procedures generally start with an initial RNAV or heading leg near the departure end of runway (DER). In addition, these procedures require system performance currently met by GPS or DME/ DME/IRU RNAV systems that satisfy the criteria discussed in AC 90−100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV 1 procedures must maintain a total system er- ror of not more than 1 NM for 95% of the total flight time. REFERENCE − AIM, Global Positioning System (GPS) −1−18l, Impact of magnetic Variation on RNAV Systems Page 15
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AIM 4/3/14 5−3−1 En Route Procedures Section 3. En Route Procedures 5 − 3 − 1. ARTCC Communications a. Direct Communications, Controllers and Pilots. 1. ARTCCs are capable of direct communica- tions with IFR air traffic on certain frequencies. Maximum communications coverage is possible through the use of Remote Center Air/Ground (RCAG) sites comprised of both VHF and UHF transmitters and receivers. These sites are located throughout the U.S. Although they may be several hundred miles away from the ARTCC, they are remoted to the various ARTCCs by land lines or microwave links. Since IFR operations are expedited through the use of direct communications, pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan filing, en route weather, weather forecasts, and similar data should be requested through FSSs, company radio, or appropriate military facilities capable of performing these services. 2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency. 3. Controller Pilot Data Link Communications (CPDLC) is a system that supplements air/ground voice communications. As a result, it expands two−way air traffic control air/ground communica- tions capabilities. Consequently, the air traffic system’s operational capacity is increased and any associated air traffic delays become minimized. A related safety benefit is that pilot/controller read− back and hear−back errors will be significantly reduced. The CPDLC’s principal operating criteria are: (a) Voice remains the primary and controlling air/ground communications means. (b) Participating aircraft will need to have the appropriate CPDLC avionics equipment in order to receive uplink or transmit downlink messages. (c) CPDLC Build 1 offers four ATC data link services. These are altimeter setting (AS), transfer of communications (TC), initial contact (IC), and menu text messages (MT). (1) Altimeter settings are usually trans- mitted automatically when a CPDLC session and eligibility has been established with an aircraft. A controller may also manually send an altimeter setting message. NOTE − When conducting instrument approach procedures, pilotsare responsible to obtain and use the appropriate altimetersetting in accordance with 14 CFR Section 97.20. CPDLC issued altimeter settings are excluded for this purpose. (2) Initial contact is a safety validation transaction that compares a pilot’s initiated altitude downlink message with an aircraft’s ATC host computer stored altitude. If an altitude mismatch is detected, the controller will verbally provide corrective action. (3) Transfer of communications automati- cally establishes data link contact with a succeeding sector. (4) Menu text transmissions are scripted nontrajectory altering uplink messages. NOTE − Initial use of CPDLC will be at the Miami Air Route TrafficControl Center (ARTCC). Air carriers will be the firstusers. Subsequently, CPDLC will be made available to allNAS users. Later versions will include trajectory alteringservices and expanded clearance and advisory message capabilities. b. ATC Frequency Change Procedures. 1. The following phraseology will be used by controllers to effect a frequency change: EXAMPLE − (Aircraft identification) contact (facility name or locationname and terminal function) (frequency) at (time, fix, or altitude). NOTE − Pilots are expected to maintain a listening watch on thetransferring controller’s frequency until the time, fix, oraltitude specified. ATC will omit frequency changerestrictions whenever pilot compliance is expected upon receipt. Page 17
AIM 4/3/14 5−3−2 En Route Procedures 2. The following phraseology should be utilized by pilots for establishing contact with the designated facility: (a) When operating in a radar environment: On initial contact, the pilot should inform the controller of the aircraft’s assigned altitude preceded by the words “level,” or “climbing to,” or “descending to,” as appropriate; and the aircraft’s present vacating altitude, if applicable. EXAMPLE − 1. (Name) CENTER, (aircraft identification), LEVEL . 2. (Name) CENTER, (aircraft identification), LEAVING(exact altitude or flight level), CLIMBING TO OR DESCENDING TO (altitude of flight level) . NOTE − Exact altitude or flight level means to the nearest 100 footincrement. Exact altitude or flight level reports on initialcontact provide ATC with information required prior tousing Mode C altitude information for separation purposes. (b) When operating in a nonradar environ- ment: (1) On initial contact, the pilot should inform the controller of the aircraft’s present position, altitude and time estimate for the next reporting point. EXAMPLE − (Name) CENTER, (aircraft identification), (position), . (2) After initial contact, when a position report will be made, the pilot should give the controller a complete position report. EXAMPLE − (Name) CENTER, (aircraft identification), (position),(time), (altitude), (type of flight plan), (ETA and name ofnext reporting point), (the name of the next succeeding reporting point), AND (remarks) . REFERENCE − AIM, Position Reporting, Paragraph 5 −3−2. 3. At times controllers will ask pilots to verify that they are at a particular altitude. The phraseology used will be: “VERIFY AT (altitude).” In climbing or descending situations, controllers may ask pilots to “VERIFY ASSIGNED ALTITUDE AS (altitude).” Pilots should confirm that they are at the altitude stated by the controller or that the assigned altitude is correct as stated. If this is not the case, they should inform the controller of the actual altitude being maintained or the different assigned altitude. CAUTION − Pilots should not take action to change their actualaltitude or different assigned altitude to the altitude statedin the controllers verification request unless the controller specifically authorizes a change. c. ARTCC Radio Frequency Outage. ARTCCs normally have at least one back-up radio receiver and transmitter system for each frequency, which can usually be placed into service quickly with little or no disruption of ATC service. Occasionally, technical problems may cause a delay but switchover seldom takes more than 60 seconds. When it appears that the outage will not be quickly remedied, the ARTCC will usually request a nearby aircraft, if there is one, to switch to the affected frequency to broadcast communications instructions. It is important, there- fore, that the pilot wait at least 1 minute before deciding that the ARTCC has actually experienced a radio frequency failure. When such an outage does occur, the pilot should, if workload and equipment capability permit, maintain a listening watch on the affected frequency while attempting to comply with the following recommended communications procedures: 1. If two-way communications cannot be established with the ARTCC after changing frequen- cies, a pilot should attempt to recontact the transferring controller for the assignment of an alternative frequency or other instructions. 2. When an ARTCC radio frequency failure occurs after two-way communications have been established, the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency, preferably that of the next responsible sector when practicable, and ask for instructions. However, when the next normal frequency change along the route is known to involve another ATC facility, the pilot should contact that facility, if feasible, for instructions. If communications cannot be reestablished by either method, the pilot is expected to request communications instructions from the FSS appropriate to the route of flight. Page 18
AIM 4/3/14 5−3−3 En Route Procedures NOTE − The exchange of information between an aircraft and anARTCC through an FSS is quicker than relay via companyradio because the FSS has direct interphone lines to theresponsible ARTCC sector. Accordingly, when circum-stances dictate a choice between the two, during anARTCC frequency outage, relay via FSS radio is recommended. 5 − 3 − 2. Position Reporting The safety and effectiveness of traffic control depends to a large extent on accurate position reporting. In order to provide the proper separation and expedite aircraft movements, ATC must be able to make accurate estimates of the progress of every aircraft operating on an IFR flight plan. a. Position Identification. 1. When a position report is to be made passing a VOR radio facility, the time reported should be the time at which the first complete reversal of the “to/from” indicator is accomplished. 2. When a position report is made passing a facility by means of an airborne ADF, the time reported should be the time at which the indicator makes a complete reversal. 3. When an aural or a light panel indication is used to determine the time passing a reporting point, such as a fan marker, Z marker, cone of silence or intersection of range courses, the time should be noted when the signal is first received and again when it ceases. The mean of these two times should then be taken as the actual time over the fix. 4. If a position is given with respect to distance and direction from a reporting point, the distance and direction should be computed as accurately as possible. 5. Except for terminal area transition purposes, position reports or navigation with reference to aids not established for use in the structure in which flight is being conducted will not normally be required by ATC. b. Position Reporting Points. CFRs require pilots to maintain a listening watch on the appropriate frequency and, unless operating under the provisions of subparagraph c, to furnish position reports passing certain reporting points. Reporting points are indicated by symbols on en route charts. The designated compulsory reporting point symbol is a and the “on request” reporting point symbol is the open triangle . Reports passing an “on request” reporting point are only necessary when requested by ATC. c. Position Reporting Requirements. 1. Flights Along Airways or Routes. A position report is required by all flights regardless of altitude, including those operating in accordance with an ATC clearance specifying “VFR−on−top,” over each designated compulsory reporting point along the route being flown. 2. Flights Along a Direct Route. Regardless of the altitude or flight level being flown, including flights operating in accordance with an ATC clearance specifying “VFR−on−top,” pilots must report over each reporting point used in the flight plan to define the route of flight. 3. Flights in a Radar Environment. When informed by ATC that their aircraft are in “Radar Contact,” pilots should discontinue position reports over designated reporting points. They should resume normal position reporting when ATC advises “RADAR CONTACT LOST” or “RADAR SERVICE 4. Flights in an Oceanic (Non-radar) Envir- onment. Pilots must report over each point used in the flight plan to define the route of flight, even if the point is depicted on aeronautical charts as an “on request” (non-compulsory) reporting point. For aircraft providing automatic position reporting via an Automatic Dependent Surveillance-Contract (ADS-C) logon, pilots should discontinue voice position reports. NOTE − ATC will inform pilots that they are in “radar contact”: (a) when their aircraft is initially identified in the ATC system; and (b) when radar identification is reestablished after radar service has been terminated or radar contact lost.Subsequent to being advised that the controller hasestablished radar contact, this fact will not be repeated tothe pilot when handed off to another controller. At times,the aircraft identity will be confirmed by the receivingcontroller; however, this should not be construed to meanthat radar contact has been lost. The identity oftransponder equipped aircraft will be confirmed by askingthe pilot to “ident,” “squawk standby,” or to change codes.Aircraft without transponders will be advised of their position to confirm identity. In this case, the pilot is Page 19
AIM 4/3/14 5−3−4 En Route Procedures expected to advise the controller if in disagreement with theposition given. Any pilot who cannot confirm the accuracyof the position given because of not being tuned to theNAVAID referenced by the controller, should ask for another radar position relative to the tuned in NAVAID. d. Position Report Items: 1. Position reports should include the follow- ing items: (a) Identification; (b) Position; (c) Time; (d) Altitude or flight level (include actual altitude or flight level when operating on a clearance specifying VFR−on−top); (e) Type of flight plan (not required in IFR position reports made directly to ARTCCs or approach control); (f) ETA and name of next reporting point; (g) The name only of the next succeeding reporting point along the route of flight; and (h) Pertinent remarks. 5 − 3 − 3. Additional Reports a. The following reports should be made to ATC or FSS facilities without a specific ATC 1. At all times. (a) When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. (b) When an altitude change will be made if operating on a clearance specifying VFR−on−top. (c) When unable to climb/descend at a rate of a least 500 feet per minute. (d) When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.) (e) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan. (f) The time and altitude or flight level upon reaching a holding fix or point to which cleared. (g) When leaving any assigned holding fix or point. NOTE − The reports in subparagraphs (f) and (g) may be omitted bypilots of aircraft involved in instrument training at militaryterminal area facilities when radar service is being provided. (h) Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR−certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC. NOTE − 1. Other equipment installed in an aircraft may effectivelyimpair safety and/or the ability to operate under IFR. Ifsuch equipment (e.g., airborne weather radar) malfunc-tions and in the pilot’s judgment either safety or IFR capabilities are affected, reports should be made as above. 2. When reporting GPS anomalies, include the locationand altitude of the anomaly. Be specific when describingthe location and include duration of the anomaly if necessary. (i) Any information relating to the safety of flight. 2. When not in radar contact. (a) When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach). (b) A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 3 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more. b. Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC. REFERENCE − AIM, Pilot Weather Reports (PIREPs), Paragraph 7 −1−20. 14 CFR Section 91.183(B) and (C). Page 20
AIM 4/3/14 5−3−5 En Route Procedures 5 − 3 − 4. Airways and Route Systems a. Three fixed route systems are established for air navigation purposes. They are the Federal airway system (consisting of VOR and L/MF routes), the jet route system, and the RNAV route system. To the extent possible, these route systems are aligned in an overlying manner to facilitate transition between each. 1. The VOR and L/MF (nondirectional radio beacons) Airway System consists of airways designated from 1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. These airways are depicted on IFR Enroute Low Altitude Charts. NOTE − The altitude limits of a victor airway should not beexceeded except to effect transition within or between route structures. (a) Except in Alaska, the VOR airways are: predicated solely on VOR or VORTAC navigation aids; depicted in black on aeronautical charts; and identified by a “V” (Victor) followed by the airway number (for example, V12). NOTE − Segments of VOR airways in Alaska are based on L/MFnavigation aids and charted in brown instead of black on en route charts. (1) A segment of an airway which is common to two or more routes carries the numbers of all the airways which coincide for that segment. When such is the case, pilots filing a flight plan need to indicate only that airway number for the route filed. NOTE − A pilot who intends to make an airway flight, using VORfacilities, will simply specify the appropriate “victor”airway(s) in the flight plan. For example, if a flight is to bemade from Chicago to New Orleans at 8,000 feet, usingomniranges only, the route may be indicated as “departing from Chicago −Midway, cruising 8,000 feet via Victor 9 to Moisant International.” If flight is to be conducted in partby means of L/MF navigation aids and in part onomniranges, specifications of the appropriate airways inthe flight plan will indicate which types of facilities will beused along the described routes, and, for IFR flight, permitATC to issue a traffic clearance accordingly. A route mayalso be described by specifying the station over which theflight will pass, but in this case since many VORs and L/MFaids have the same name, the pilot must be careful to indicate which aid will be used at a particular location. This will be indicated in the route of flight portion of theflight plan by specifying the type of facility to be used afterthe location name in the following manner: Newark L/MF, Allentown VOR. (2) With respect to position reporting, reporting points are designated for VOR Airway Systems. Flights using Victor Airways will report over these points unless advised otherwise by ATC. (b) The L/MF airways (colored airways) are predicated solely on L/MF navigation aids and are depicted in brown on aeronautical charts and are identified by color name and number (e.g., Amber One). Green and Red airways are plotted east and west. Amber and Blue airways are plotted north and south. NOTE − Except for G13 in North Carolina, the colored airwaysystem exists only in the state of Alaska. All other suchairways formerly so designated in the conterminous U.S. have been rescinded. (c) The use of TSO−C145 (as revised) or TSO−C146 (as revised) GPS/WAAS navigation systems is allowed in Alaska as the only means of navigation on published air traffic service (ATS) routes, including those Victor, T−Routes, and colored airway segments designated with a second minimum en route altitude (MEA) depicted in blue and followed by the letter G at those lower altitudes. The altitudes so depicted are below the minimum reception altitude (MRA) of the land−based navigation facility defining the route segment, and guarantee standard en route obstacle clearance and two−way communications. Air carrier operators requiring operations specifications are authorized to conduct operations on those routes in accordance with FAA operations specifications. 2. The jet route system consists of jet routes established from 18,000 feet MSL to FL 450 inclusive. (a) These routes are depicted on Enroute High Altitude Charts. Jet routes are depicted in black on aeronautical charts and are identified by a “J” (Jet) followed by the airway number (e.g., J12). Jet routes, as VOR airways, are predicated solely on VOR or VORTAC navigation facilities (except in Alaska). NOTE − Segments of jet routes in Alaska are based on L/MFnavigation aids and are charted in brown color instead of black on en route charts. Page 21
AIM 4/3/14 5−3−6 En Route Procedures (b) With respect to position reporting, reporting points are designated for jet route systems. Flights using jet routes will report over these points unless otherwise advised by ATC. 3. Area Navigation (RNAV) Routes. (a) Published RNAV routes, including Q−Routes and T−Routes, can be flight planned for use by aircraft with RNAV capability, subject to any limitations or requirements noted on en route charts, in applicable Advisory Circulars, or by NOTAM. RNAV routes are depicted in blue on aeronautical charts and are identified by the letter “Q” or “T” followed by the airway number (for example, Q−13, T−205). Published RNAV routes are RNAV−2 except when specifically charted as RNAV−1. These routes require system performance currently met by GPS, GPS/WAAS, or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90−100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. NOTE − AC 90 −100A does not apply to over water RNAV routes (reference 14 CFR 91.511, including the Q −routes in the Gulf of Mexico and the Atlantic routes) or AlaskaVOR/DME RNAV routes (“JxxxR”). The AC does not apply to off −route RNAV operations, Alaska GPS routes or Caribbean routes. (1) Q−routes are available for use by RNAV equipped aircraft between 18,000 feet MSL and FL 450 inclusive. Q−routes are depicted on Enroute High Altitude Charts. NOTE − Aircraft in Alaska may only operate on GNSS Q-routeswith GPS (TSO-C129 (as revised) or TSO-C196 (asrevised)) equipment while the aircraft remains in AirTraffic Control (ATC) radar surveillance or withGPS/WAAS which does not require ATC radar surveil- lance. (2) T−routes are available for use by GPS or GPS/WAAS equipped aircraft from 1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. T−routes are depicted on Enroute Low Altitude Charts. NOTE − Aircraft in Alaska may only operate on GNSS T-routeswith GPS/WAAS (TSO-C145 (as revised) or TSO-C146 (as revised)) equipment. (b) Unpublished RNAV routes are direct routes, based on area navigation 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 unpublished RNAV routes, except for GNSS− equipped aircraft cleared via filed published waypoints recallable from the aircraft’s navigation database. (c) Magnetic Reference Bearing (MRB) is the published bearing between two waypoints on an RNAV/GPS/GNSS route. The MRB is calculated by applying magnetic variation at the waypoint to the calculated true course between two waypoints. The MRB enhances situational awareness by indicating a reference bearing (no−wind heading) that a pilot should see on the compass/HSI/RMI, etc., when turning prior to/over a waypoint en route to another waypoint. Pilots should use this bearing as a reference only, because their RNAV/GPS/GNSS navigation system will fly the true course between the waypoints. b. Operation above FL 450 may be conducted on a point-to-point basis. Navigational guidance is provided on an area basis utilizing those facilities depicted on the enroute high altitude charts. c. Radar Vectors. Controllers may vector air- craft within controlled airspace for separation purposes, noise abatement considerations, when an operational advantage will be realized by the pilot or the controller, or when requested by the pilot. Vectors outside of controlled airspace will be provided only on pilot request. Pilots will be advised as to what the vector is to achieve when the vector is controller initiated and will take the aircraft off a previously assigned nonradar route. To the extent possible, aircraft operating on RNAV routes will be allowed to remain on their own navigation. d. When flying in Canadian airspace, pilots are cautioned to review Canadian Air Regulations. 1. Special attention should be given to the parts which differ from U.S. CFRs. (a) The Canadian Airways Class B airspace restriction is an example. Class B airspace is all controlled low level airspace above 12,500 feet MSL or the MEA, whichever is higher, within which only IFR and controlled VFR flights are permitted. (Low Page 22
AIM 4/3/14 5−3−7 En Route Procedures level airspace means an airspace designated and defined as such in the Designated Airspace Handbook.) (b) Unless issued a VFR flight clearance by ATC, regardless of the weather conditions or the height of the terrain, no person may operate an aircraft under VMC within Class B airspace. (c) The requirement for entry into Class B airspace is a student pilot permit (under the guidance or control of a flight instructor). (d) VFR flight requires visual contact with the ground or water at all times. 2. Segments of VOR airways and high level routes in Canada are based on L/MF navigation aids and are charted in brown color instead of blue on en route charts. FIG 5 −3−1 Adhering to Airways or Routes 5 − 3 − 5. Airway or Route Course Changes a. Pilots of aircraft are required to adhere to airways or routes being flown. Special attention must be given to this requirement during course changes. Each course change consists of variables that make the technique applicable in each case a matter only the pilot can resolve. Some variables which must be considered are turn radius, wind effect, airspeed, degree of turn, and cockpit instrumentation. An early turn, as illustrated below, is one method of adhering to airways or routes. The use of any available cockpit instrumentation, such as Distance Measuring Equip- ment, may be used by the pilot to lead the turn when making course changes. This is consistent with the intent of 14 CFR Section 91.181, which requires pilots to operate along the centerline of an airway and along the direct course between navigational aids or fixes. b. Turns which begin at or after fix passage may exceed airway or route boundaries. FIG 5−3−1 contains an example flight track depicting this, together with an example of an early turn. Page 23
AIM 4/3/14 5−3−8 En Route Procedures c. Without such actions as leading a turn, aircraft operating in excess of 290 knots true air speed (TAS) can exceed the normal airway or route boundaries depending on the amount of course change required, wind direction and velocity, the character of the turn fix (DME, overhead navigation aid, or intersection), and the pilot’s technique in making a course change. For example, a flight operating at 17,000 feet MSL with a TAS of 400 knots, a 25 degree bank, and a course change of more than 40 degrees would exceed the width of the airway or route; i.e., 4 nautical miles each side of centerline. However, in the airspace below 18,000 feet MSL, operations in excess of 290 knots TAS are not prevalent and the provision of additional IFR separation in all course change situations for the occasional aircraft making a turn in excess of 290 knots TAS creates an unacceptable waste of airspace and imposes a penalty upon the preponderance of traffic which operate at low speeds. Consequently, the FAA expects pilots to lead turns and take other actions they consider necessary during course changes to adhere as closely as possible to the airways or route being flown. 5 − 3 − 6. Changeover Points (COPs) a. COPs are prescribed for Federal airways, jet routes, area navigation routes, or other direct routes for which an MEA is designated under 14 CFR Part 95. The COP is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur. At this point, the pilot should change navigation receiver frequency from the station behind the aircraft to the station ahead. b. The COP is normally located midway between the navigation facilities for straight route segments, or at the intersection of radials or courses forming a dogleg in the case of dogleg route segments. When the COP is NOT located at the midway point, aeronautical charts will depict the COP location and give the mileage to the radio aids. c. COPs are established for the purpose of preventing loss of navigation guidance, to prevent frequency interference from other facilities, and to prevent use of different facilities by different aircraft in the same airspace. Pilots are urged to observe COPs to the fullest extent. 5 − 3 − 7. Minimum Turning Altitude (MTA) Due to increased airspeeds at 10,000 ft MSL or above, the published minimum enroute altitude (MEA) may not be sufficient for obstacle clearance when a turn is required over a fix, NAVAID, or waypoint. In these instances, an expanded area in the vicinity of the turn point is examined to determine whether the published MEA is sufficient for obstacle clearance. In some locations (normally mountainous), terrain/obstacles in the expanded search area may necessitate a higher minimum altitude while conducting the turning maneuver. Turning fixes requiring a higher minimum turning altitude (MTA) will be denoted on government charts by the minimum crossing altitude (MCA) icon (“x” flag) and an accompanying note describing the MTA restriction. An MTA restriction will normally consist of the air traffic service (ATS) route leading to the turn point, the ATS route leading from the turn point, and the required altitude; e.g., MTA V330 E TO V520 W 16000. When an MTA is applicable for the intended route of flight, pilots must ensure they are at or above the charted MTA not later than the turn point and maintain at or above the MTA until joining the centerline of the ATS route following the turn point. Once established on the centerline following the turning fix, the MEA/MOCA determ- ines the minimum altitude available for assignment. An MTA may also preclude the use of a specific altitude or a range of altitudes during a turn. For example, the MTA may restrict the use of 10,000 through 11,000 ft MSL. In this case, any altitude greater than 11,000 ft MSL is unrestricted, as are altitudes less than 10,000 ft MSL provided MEA/MOCA requirements are satisfied. 5 − 3 − 8. Holding a. Whenever an aircraft is cleared to a fix other than the destination airport and delay is expected, it is the responsibility of the ATC controller to issue complete holding instructions (unless the pattern is charted), an EFC time and best estimate of any additional en route/terminal delay. NOTE − Only those holding patterns depicted on U.S. governmentor commercially produced (meeting FAA requirements)low/high altitude enroute, and area or STAR charts should be used. b. If the holding pattern is charted and the controller doesn’t issue complete holding instruc- tions, the pilot is expected to hold as depicted on the Page 24
AIM 4/3/14 5−3−9 En Route Procedures appropriate chart. When the pattern is charted, the controller may omit all holding instructions except the charted holding direction and the statement AS HOLD EAST AS PUBLISHED. Controllers must always issue complete holding instructions when pilots request them. c. If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for holding instructions prior to reaching the fix. This procedure will eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC. If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion, stuck microphone, etc.), then enter a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. In this event, the altitude/flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required. d. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed. e. When no delay is expected, the controller should issue a clearance beyond the fix as soon as possible and, whenever possible, at least 5 minutes before the aircraft reaches the clearance limit. f. Pilots should report to ATC the time and altitude/flight level at which the aircraft reaches the clearance limit and report leaving the clearance limit. NOTE − In the event of two-way communications failure, pilots are g. When holding at a VOR station, pilots should begin the turn to the outbound leg at the time of the first complete reversal of the to/from indicator. h. Patterns at the most generally used holding fixes are depicted (charted) on U.S. Government or commercially produced (meeting FAA requirements) Low or High Altitude Enroute, Area and STAR Charts. Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC. NOTE − Holding patterns that protect for a maximum holdingairspeed other than the standard may be depicted by anicon, unless otherwise depicted. The icon is a standardholding pattern symbol (racetrack) with the airspeedrestriction shown in the center. In other cases, the airspeedrestriction will be depicted next to the standard holding pattern symbol. REFERENCE − AIM, Holding, Paragraph 5 −3−8j2. i. An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information: (See FIG 5−3−2.) 1. Direction of holding from the fix in terms of the eight cardinal compass points (i.e., N, NE, E, SE, etc.). 2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit). 3. Radial, course, bearing, airway or route on which the aircraft is to hold. 4. Leg length in miles if DME or RNAV is to be used (leg length will be specified in minutes on pilot request or if the controller considers it necessary). 5. Direction of turn if left turns are to be made, the pilot requests, or the controller considers it necessary. 6. Time to expect further clearance and any pertinent additional delay information. Page 25
AIM 4/3/14 5−3−10 En Route Procedures FIG 5 −3−2 Holding Patterns TYPICAL PROCEDURE ON AN ILS OUTER MARKER TYPICAL PROCEDURE ON AN ILS OUTER MARKER EXAMPLES OF HOLDING EXAMPLES OF HOLDING L OM OM M M M M RUNWAY RUNWAY VOR VOR VOR VOR TYPICAL PROCEDURE AT INTERSECTION TYPICAL PROCEDURE AT INTERSECTION OF VOR RADIALS OF VOR RADIALS HOLDING COURSE AWAY FROM NAVAID HOLDING COURSE AWAY FROM NAVAID HOLDING COURSE HOLDING COURSE TOWARD NAVAID VORTAC VORTAC 15 NM DME FIX 15 NM DME FIX 10 NM DME FIX 10 NM DME FIX TYPICAL PROCEDURE AT DME FIX TYPICAL PROCEDURE AT DME FIX Page 26
AIM 4/3/14 5−3−11 En Route Procedures FIG 5 −3−3 Holding Pattern Descriptive Terms ABEAM ABEAM HOLDING SIDE HOLDING SIDE OUTBOUND END OUTBOUND END HOLDING COURSE HOLDING COURSE OUTBOUND OUTBOUND INBOUND INBOUND NONHOLDING SIDE NONHOLDING SIDE FIX END FIX END RECIPROCAL RECIPROCAL FIX FIX j. Holding pattern airspace protection is based on the following procedures. 1. Descriptive Terms. (a) Standard Pattern. Right turns (See FIG 5−3−3.) (b) Nonstandard Pattern. Left turns 2. Airspeeds. (a) All aircraft may hold at the following altitudes and maximum holding airspeeds: TBL 5 −3−1 Altitude (MSL) Airspeed (KIAS) MHA − 6,000’ 200 6,001’ − 14,000’ 230 14,001’ and above 265 (b) The following are exceptions to the maximum holding airspeeds: (1) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This nonstandard pattern will be depicted by an icon. (2) Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply with the maximum airspeed restriction should notify ATC. (3) Holding patterns at USAF airfields only − 310 KIAS maximum, unless otherwise depicted. (4) Holding patterns at Navy fields only − 230 KIAS maximum, unless otherwise depicted. (5) When a climb−in hold is specified by a published procedure (e.g., “Climb−in holding pattern to depart XYZ VORTAC at or above 10,000.” or “All aircraft climb−in TRUCK holding pattern to cross TRUCK Int at or above 11,500 before proceeding on course.”), additional obstacle protec- tion area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them. The holding pattern template for a maximum airspeed of 310 KIAS has been used for the holding pattern if there are no airspeed restrictions on the holding pattern as specified in subparagraph j2(b)(2) of this paragraph. Where the holding pattern is restricted to a maximum airspeed of 175 KIAS, the 200 KIAS holding pattern template has been applied for published climb−in hold procedures for altitudes 6,000 feet and below and the 230 KIAS holding pattern template has been applied for altitudes above 6,000 feet. The airspeed limitations in 14 CFR Section 91.117, Aircraft Speed, still apply. (c) The following phraseology may be used by an ATCS to advise a pilot of the maximum holding airspeed for a holding pattern airspace area. PHRASEOLOGY − (AIRCRAFT IDENTIFICATION) (holding instructions,when needed) MAXIMUM HOLDING AIRSPEED IS (speed in knots). |
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