AIM
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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
greater,
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.
14 CFR Section 91.169.
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
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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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Page 4
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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
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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,
line up and wait.”
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
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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
may be used to achieve the desired departure routing.
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
Airport as filed via Brooke, maintain seven thousand.
Page 7
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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
Times
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
hours and/or minutes).
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
takeoff.
NOTE
−
1. The SID transition is not restated as it is contained in the
ATC clearance.
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
(SID)
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
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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-
parture text instead of “practicable.”
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-
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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
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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
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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
address an engine failure on takeoff after V
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.
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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
PCG, Climb Via, Top Altitude
EXAMPLE
−
1. Lateral route clearance:
“Cleared Loop Six departure.”
NOTE
−
The aircraft must comply with the SID lateral path, and any
published speed restrictions.
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
maintain flight level one eight zero.”
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
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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)
Paragraph 1
−1−18l, Impact of magnetic Variation on RNAV Systems
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Page 16
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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.
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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
(altitude or flight 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),
(altitude), ESTIMATING (reporting point) AT (time)
.
(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.
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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
solid triangle
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
TERMINATED.”
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
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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
request:
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).
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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.
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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
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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.
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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
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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
PUBLISHED; e.g.,
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
required to comply with 14 CFR Section 91.185.
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
TOWARD NAVAID
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).