MAXIMUM HOLDING SPEED
---Altitude ranges have speed limits to keep plane in bounds you are to slow down accordingly
200 knots ias ---Minimum Holding Altitude (MHA) up to 6000 feet
230 knots ias ---6000 feet up to 14000 feet
265 knots IAS ---14000 feet up
HIGH PERFORMANCE HOLDING
Military allowed 310 knots IAS
FUEL STATE AWARENESS
---Commercial aircraft required to track time and fuel remaining during flight
---Top of Climb (TOC) is the altitude maintained at level cruise
---Pilot Not Flying (PNF) tracks fuel burn and tells results to pilot flying (PF)
DIVERSION PROCEDURES
---Aircraft must be able to land
---Passengers and crew must be able to disembark
---All physiological needs supplied until safe evacuation
---Total recovery of all within 12 to 48 hours
---Designation of alternate airport in IFR flight plan is first step
EN ROUTE RNAV PROCEDURES
---RNAV is any system that has facilities that allow flight on any course within its ‘volume'
---Required navigational performance (RNP) concept with improved technology gives us RNAV
OFF AIRWAY ROUTES
---Off airway routes are established using the same criteria, as are the airway routes
---Off airways routes are within controlled airspace using existing facilities
---Off airways avoid military bases, training areas and military operations areas
---Off airways operations requirements include reduced vertical separation, long range radio over water, special fuel reserves, extended range, areas of magnetic unreliability, multiple long range navigation
DIRECT FLIGHTS
---A straight line on a Lambert Conformal Conic Projection is very close to a geodesic line
---The closer the line is parallels of 33 degrees and 45 degrees the better flight's straight line
---North and south directions have practically no distortion
---Direct flights off airways are still dependent on service volume distance limitations
RANDOM RNAV ROUTES
---Random RNAV routes are direct routes based on RNAV
---All Random RNAV routes require radar but be aware of range (volume) of facilities used
---All ARTCCs have unpublished Minimum Instrument Altitudes (MIA) available by asking
OFF ROUTE OBSTACLE CLEARANCE ALTITUDE (OROCA)
---OROCA is same as on airways 2000' four miles laterally in mountains otherwise 1000' above
---When on a clearance below minimums you are responsible until reaching MEA, MIA, MVA or OROCA
---Advise ATC and state intentions if you are unable to reach or maintain OROCA minimums
---All direct routes should be planned to avoid prohibited or restricted airspace by 3 NM
---All random RNAV flights must have one waypoint in each ARTCC area flown
---Turning points on an off route must be part of the flight plan filed
PUBLISHED RNAV ROUTES
---En route charts are required when on an RNAV flight
---Published routes are fixed, permanent and charted for flight planning for RNAV flight
COMPOSITION OF DESIGNATORS
---Basic route RNAV designator consists of one or two letters followed by a number from l1 to 999
---RNAV route may overlay existing routes but using a different code on the charts Last letter will be R
USE OF DESIGNATORS IN COMMUNICATIONS
Phonic changes referenced to RNAV
---Letter K = "Kopter" obviously a helicopter route
---Letter U = "Upper" obviously upper altitudes
---Letter S = "Supersonic"
See Page 3-32
RNAV MINIMUM EN ROUTE ALTITUDE
---RNAV MEA are given on IFR en route charts when they exist
MINIMUM IFR ALTITUDE (MIA)
---If not prescribed standard is 2000' above obstacle when mountainous, otherwise 1000' above
---MIAs are not flight checked for communications
WAYPOINTS
---Geographical points used to define RNAV route or flight path
---Waypoints may be predefined, published, floating or user-defined
---Predefined published waypoints are defined relative to VOR, DME, or VORTAC
---All waypoints are given five-letter pronounceable names
USER-DEFINED WAYPOINTS
---Pilot created for use in random RNAV direct navigation
---Will be given to ATC by bearing and distance or longitude and latitude
---Offset phantom waypoints (remain to be defined in the book—glossary same as text)
FLOATING WAYPOINTS
---Not associated with existing airways but may be used as traffic metering fixes, holding point, STAR origination points and SID termination points (Figure 3-3
---Any one waypoint entered incorrectly into your flight data plan will derail your flight
COMPUTER NAVIGATION FIXES
---Database waypoint identifiers are on charts enclosed in parentheses
--- Identifiers are also Computer Navigation Fixes (CNFs) not used by ATC, nor in flight plans, or radio
---Database identifiers are to be used for orientation, navigation and situational awareness
---Computers are NOT to be used as a substitute for paper charts (will the FAA ever give up pencils?)
---The pilot should know the RNAV system he is using but more importantly are its limitations
NATIONAL ROUTE PROGRAM (NRP)
---The National Route Program is a set of rules and procedures for ‘free flight' in the system
---Choice for efficient, economical flight above FL29
---Simple clearances with flight planning and lost communications protection
---Two airspace zones around aircraft protected and alert internal warning when alert meets alert
---Made possible by Automatic dependent surveillance broadcast (ADS-B) GPS system not ATC
---Aircraft broadcasts its position to be displayed to every other aircraft more accurate than radar
---ADS-B works at all altitudes and on the ground
---User Request Evaluation Tool (URET) gives enhanced, automated flight data management
---URET predicts aircraft conflicts of five miles as RED and twelve miles as YELLOW
---A BLUE alert warns of aircraft and airspace conflict
---As of 1-1-05 six of the ARTCC centers of the 24 existing have URET
ADVANCED AREA NAVIGATION ROUTES (ANR)
---Properly equipped aircraft in western and Pacific areas
IFR TRANSITION ROUTES
---Working to provide over flight of Class B airspace for RNAV codes E, F, G capable IFR aircraft
---Effort being made to let limited performance General Aviation aircraft to use these routes
REQUIRED NAVIGATION PERFORMANCE
---Taking the place of NDB, VOR and LORAN will be Flight Management System and GPS are
---Required Navigation Performance (RNP) and Reduced Vertical Separation Minimums (RVSM)
---Minimum Navigation Performance Specifications (MNPS) and Gross Navigation Error (GNE)
---Atlantic Ocean errors of 25 miles or 300 feet disrupt the safety factors applying even to Part 91
---Required Navigational Performance of 0.1 is about 608 feet. That's about a city block.
---RPN procedures requires new pilot communications, limitations, and terminology
---RPN airspace is generic term for routes, legs, operations and procedures
---Estimated Position Error (EPE) same as Actual Navigation Performance (ANP)
---See Figure 3-45
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
---RVSM airspace is between FL 290 and FL 41) with 1000 foot vertical separation effective 2005
---(History of vertical separation) Latest in February 2005 1000' between FL290 and FL410
END of Chapter 3: Route Operations
Continued on Arrivals