Jeppesen Charted Items
--Magenta squares around any Class D airspace does not allow SVFR
--Airport with *D before its information means Class D is part time.
--Airspace not class D becomes Class G. Times are all local.
--Base of controlled airspace starts at surface, 700', or 1200'.AGL
--700' is a transition area base. 1200' is base of airways extending 4 nm each side as well as a transition area base.
--White areas of charts show airspace as being controlled below 14,500' Adjacent shaded airspace has a base of 14,500 for controlled Class E airspace.
--Jepp charts have adjusted inoperative components progressively to the right. Lowest minimums are to the left.
--If the approach course is more than 30-degrees from the landing runway, straight in minimums are not authorized.
--If the descent gradient exceeds 400 fpm from the FAF to the threshold, straight-in minimums are not authorized.
--Aircraft categories apply to both straight-in and circle-to-land minimums.
--Once the approach stops using the glide slope the approach becomes a non-precision approach with a MDA be it straight in or circling. The lowest circle-to-land MDA must be 350' above the airport while the straight in MDA can be 250' above the airport reference altitude regardless of runway used. A minimum of 300' is provided for all categories above obstacles for all aircraft categories. A DH may have as little as 120' terrain clearance.
--Category 1 ILS visibility is 1/2 mile. With TDZL and centerline lights it can be 1800 RVR for a specific runway.
--Part 91 must have the OM or an authorized substitute. The substitute may be radar, DME, VOR or NDB.
--Minimum instrument altitude (MIA) is within 22 miles of VOR and may be below minimum enroute altitude (MEA.
--Jepp minimums box included DA, MDA, HAT and HAA. ILS minimums are DA(H) since the minimum altitude is actually an altitude instead of a height. An HAT and DH should be verified by reference to the TDZ elevation.

Conversion Table
This table gives ground speed, descent rate and time figures. By picking a ground speed you can determine your time to the MDA and rate of descent it takes to get you there. Use DME to get ground speed.

On the ILS the conversion table specifies the time to the missed approach point for Localizer approaches. The ILS decision altitude is usually a half-mile before the threshold. If timing is not on the chart, it is not authorized. The missed approach can then be determined by DME.

Instrument Departure Procedures (DP)
IFR Departure
--Review chart for obstacles
--Required rate of climb
--Turn altitude
--Heading to navaid

An airport with an instrument approach will have a DP when obstacles exceed a 40-to-1 plane. . The making of the DP requires a survey that will find a 40:1 departure route based upon a minimum climb of 1352 feet per nautical mile with no margin of error. A DP depicts all nav aids, courses, and altitudes for the departure. The presentation is both graphic, textual and computer coded. The standard climb gradient of 200 feet per nautical mile is expected unless a steeper gradient is specified. Required frequencies are part of the DP plate.

DPs come in three types: pilot nav DPs, vector DPs, and in combination. Most DPs are combination. DP plates change rather often so keep your DPs up to date. I recently had one more current than the one given by ATC. DPs may require specific aircraft performance to meet DP requirements. Check the gradient chart to see if you comply. Standard is 200 feet per mile or 333 feet per minute at 100 kts The departure requirement of 200'pnm gives you an ever-increasing margin of safety altitude of 48' per mile, only if you cross the departure end of the runway at 35'. Turns are not allowed until above 400'. Any tailwind on a DP reduces the safety margins.

If there is no DP because obstacles do not break the 40-to-1 plane, the pilot is expected to do what is required to assure a safe departure. You should check the terrain, gather local advice, plan for visual avoidance of terrain, or otherwise fly the published departure procedure. ATC expects the pilot to fly the DP so that required separations will be met. If you are below radar coverage you are on your own until reaching controlled airspace or an assigned fix.

If a textual DP specified a navaid, the flight plan should be filed according to the procedure. Textual procedures are on the Jeppesen charts but on a different chart in the NOS system. A DP procedure may be either an IFR procedure or an obstacle clearance procedure. Having radar as assist in flying a DP since the departure frequency, initial altitude and heading is a part of the procedure though not given in the clearance. The best part of a DP is that the pilot gets to plan in advance what to expect and what you have to do.

DPs based upon text assume that you ate at least passing through 35-feet at the end of the runway and will climb to 400 feet before turning and continues to climb at 200 fpm from then on. Ninety knots gives 1.5 nm per minute. This should be plenty fast unless there is a tailwind that could make it difficult for a loaded C-172. Radar contact does not relieve the pilot of terrain clearance responsibility. However a radar vector means that ATC has assumed terrain clearance responsibility. Text descriptions are being replaced with symbolic depictions.

Hold-for-release means that your clearance is not valid until ATC tells you to go or gives you a void time.

Standard Terminal Arrivals (STARS)
At the end of the en route part of an IFR flight awaits the approach segment. The pilot gets rid of distractions and briefs the chart procedure. This briefing may consist of one or more post-its detailing the changing altitudes, flight directions, time, frequencies, and missed procedure. This is a good time to get the ATIS and decide when you are going to make speed and configuration changes. Much of your arrival may be incorporated into a STAR (Standard Terminal Arrival Route). Again, Jeppesen has STAR charts with the approach charts while NOS pages them alphabetically in a group.

A STAR can be a profile or textual description of a route whose purpose is to get you on the instrument approach. Different classes of aircraft may have different ‘notes' to follow. If you go to an airport that has STAR procedures you will probably get one even though you did not file one. Some ATC procedures are STAR like without being called a STAR. They often coincide with PARs or preferred arrival routes. Controllers will often cut the corners off of STAR routes to same time. Always confirm with ATC if your routing is different than indicated on the STAR.

Use of a STAR requires that you use that code as the first part of a transition code since it will make computer acceptance easier. If you file using a star you must have at least the textual presentation with you. The STAR gives speeds, altitudes and what to expect. All descents require a clearance even though depicted in the STAR. If you are ATC directed to proceed via a part of a STAR you may head and descend as written in the STAR. You can reject the STAR by filing 'No Star'.

The terminal area hold is fitted into place so that multiple arrivals can be spaced and stacked at a navaid. Aircraft told to hold will be given the direction of the hold and the fix, the course, bearing or airway and the direction if not to the right. Additional the altitude and EFC (expect further clearance time) which give you a time to leave in case of communications failure.

STARs have altitudes that are MEAs. If you lose your radios do not fly the STAR altitudes. STAR altitudes and descents are valid only when you have been cleared for descent or on a cruise/approach clearance. A STAR may not be at an IAF (initial approach fix). Center may use the end of such a STAR to hand you over for vectors by TRACON.

A STAR has the same features as a DP with the addition of specific altitudes and speeds. Mostly required for heavy jets. Know what the STARs are so you know what ATC is doing. What you usually see on a STAR is what you will normally get as a clearance when filing "No STAR". Star transitions are just branches from the root route. Required frequencies are part of the STAR.

A STAR is not a profile descent. When descent clearance is issued ask for clarification if ATC gives mix of descents and STAR clearances. Don't descend to the altitudes shown on a STAR until an unrestricted descent clearance is issued. STAR altitudes are to be ‘expected' and must be validated by a clearance. Being cleared for approach while on a STAR route gives you the right to descend to all published MEAs, otherwise you must stay at your last assigned.

--A not unusual ATC clearance error is failure to mention the STAR to the pilot that is assigned as part of the en route clearance.
--If you filed a STAR it can be considered as included in the 'cleared as filed' ATC statement. Either way, the ATC controller where the STAR commences is expected to assign it by name.

With the help of marginal weather the IFR approaches can be supplemented by contact and visual approaches. Only the pilot can initiate a contact approach, which can be approved by ATC if reported ground visibility is one mile. In return the pilot is responsible for obstruction clearance, must have one-mile flight visibility and will be able to reach the airport in those conditions. Use the contact approach when you have the airport in sight but you cannot maintain VFR but have ground contact. Losing sight of the ground or the airport requires that you advise ATC. They will give you a climb clearance and vector you back for the full approach.

The visual approach can be initiated by either the pilot or ATC and is conditional on your being able to see either the airport or an aircraft to follow. Remaining clear of clouds is an additional condition and the airport must have a ceiling at or above 1000' and three-mile visibility.

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