Chapter 2 Enroute/Aera Charts
§2.1 Introduction
§2.2 Layout of Enroute Charts
§2.3 Navaids
§2.4 Airway/Route components
§2.5 Airports
§2.7 Boundaries
§2.8 Holding Pattern
§2.9 Communication Procedures
§2.10 Area Charts
§2.11 RNAV Enroute Charts
§2.12 Legends of Enroute Charts
The information in enroute charts includes:
• Airway sturcture
• Controlled airspace limitation
• Navaids
• Airports
• Communication frequencies
• Minimum enroute altitude (MEA)/Minimum
obstacle clearance altitude (MOCA)
•
•
•
•
Mileage
Reporting points
Special used airspace (SUA)
Other required information
§ 2.1.1 Type of Enroute Charts
1.Low altitude enroute charts
2.High altitude enroute charts
3. High/low altitude enroute charts
4. Area charts
§2.1.2 New Format Charts
§2.1.3 Selecting an Enroute Chart
The first step, however, is
to turn to the Enroute
Tab in your Airway
Manual. The Enroute
Table of Contents page
found behind this tab
lists the various pages
relating to enroute
operations filed in your
manual.
代码
全称
图幅编号
E(HI)
欧洲EUROPE高空航路图
1-15
E(LO)
欧洲EUROPE低空航路图
1-15
E(H/L)
欧洲EUROPE高/低空航路图
3-4
US(HI)
美国UNITED STATES高空航路图
1-8、2A/2B
US(LO)
美国UNITED STATES低高空航路图
1-52
US(LO)NE
美国东北沿海NORTHEAST COASTAL低空航路图
1-2
US(LO)SE
美国东南沿海SOUTHEAST COASTAL低空航路图
1-2
CA(HI)
加拿大-阿拉斯加CANADA-ALASKA高空航路图
1-6
CA(LO)
加拿大-阿拉斯加CANADA-ALASKA低空航路图
1-9
CA(H/L)
加拿大-阿拉斯加CANADA-ALASKA高/低空航路图
10-12
AK(LO)
阿拉斯加ALASKA低空航路图
1-4、AT(HI)-5
AT(H/L)
大西洋ATLANTIC OCEAN高/低空航路图
1-5
P(H/L)
太平洋PACIFIC OCEAN高/低空航路图
1-4
LA(H/L)
拉丁美洲LATIN AMERICA高/低空航路图
1-8
AU(LO)
澳大利亚AUSTRALIA低空航路图
1-8
AU(HI)
澳大利亚AUSTRALIA高空航路图
9-10
AS(H/L)
澳大利亚AUSTRALIA高/低空航路图
1-8
A(HI)
非洲AFRICA高空航路图
1-8
A(H/L)
非洲AFRICA高/低空航路图
1-14、1A
FE(H/L)
远东FAR EAST高/低空航路图
1-8
SA(HI)
南美SOUTH AMERICA高空航路图
1-8
SA(LO)
南美SOUTH AMERICA低空航路图
1-12
EA(H/L)
欧亚大陆EURASIA高/低空航路图
1-12
ME(H/L)
中东MIDDLE EAST高/低空航路图
1-14
ME(HI)
中东MIDDLE EAST高空航路图
1-2
CH(H/L)
中国CHINA高/低空航路图
1-4
U.S. low altitude Enroute chart index
U.S. High altitude Enroute chart
index
§2.2 Layout of Enroute Charts
§2.2.1 Front and Back Panel
Front Panel
Back Panel
Information typically found on the front and back
panel includes the:
• Heading Information
• Coverage Index Diagram
• Changes Note
• Communications Tabulations
• SUA Tabulations
• Cruising Altitudes/Levels
• Cross-Reference Notes
§2.2.1.1 Heading Information
In addition to the region of coverage and
chart type, the enroute chart heading
information includes three important chart
components:
• Number
• Scale
• Dates
§2.2.1.2 Coverage Index Diagram
1.Chart boundaries
2.Major cities
3.Political/state
boundaries
4.Time zones
5.Area chart
6.Chart usage
statement
§2.2.1.3 Change note
A changes note highlights significant items
that have been modified on the chart since
the last revision for each chart.
§2.2.1.4 Communications Tabulations
Each enroute chart contains a tabulation of
air traffic control (ATC) communication
services and frequencies within its
coverage.
The information includes frequencies and
voice/radio call names for approach,
departure, tower, and ground control, as
well as services availability.
图例
含义（英文）
含义（中文）
BOLD NAME
Voice call
呼号
Light Names /
abbreviations
Identifying names/abbreviations
not used in radio call
识别名称/简缩语，不用于话音
通信
T
Transmit only
只发射
G
Guard only
只接收
*
Part-time operation
部分时段工作
X
On request
按要求
Radar capability
雷达功能
Clearance Delivery
放行许可
Clearance (Pre-taxi Proc.)
许可（滑行前程序）
ZSSS p5D
Charted location is shown by Area
chart initials and/or by quarter
panel number-letter combination.
区域图内主要机场的四字地名
代码和/或航路图分节索引代码
•
Separates multiple airports under a
location name.
同一地名下多个机场中的某个
机场
All HF communications listed
below have single side band
capability unless indicated
otherwise.
除非另有说明，下表所列的所
有高频（HF）通信具备单边带
功能。
√
√
√
√
(R)
C
Cpt
SSB
Communication information of any given
geographic region is described in the
Comm Tabs. In general, this information
includes:
• City name
• Area chart code
• Code of the section of the panel
• Call name
• Communication services
• P=Panel
• 4=The panel
number
• B=The section of
the panel
§2.2.3 Border Information
§2.2.4 Panel Navigation
There is some panel navigation information
in the enroute chart border. Once you
have needed chart in hand, there are
several ways to quickly find the
information that you may need, including:
• ZIGDEX and Panel Numbers
• Enroute chart overlap indicators
• Area chart overlap indicators
• “To Notes”
§2.3 Navaids
The Navaid components
covered in this lesson
include:
• Symbology
• Facility Information
Boxes
• Communications
§2.3.1 Symbology
•
•
•
•
•
•
•
•
•
•
VOR on Low and High/Low Charts
VOR on High Charts
VORTAC or VORDME
TACAN or DME
NDB on Low and High/Low Charts
NDB on High Charts
Compass Locator
Localizer
Marker beacons
GPS as a substitute
§2.3.1.1VOR on Low and
High/Low Charts
Every VOR symbol on low and high/low enroute charts
has a compass rose surrounding the location of the
VOR and the 360° radial to indicate magnetic north.
§2.3.1.2 VOR on High Charts
§2.3.1.3 VORTAC or VORDME
The single line extending from the symbol
corresponds to a 360°radial to indicate
magnetic north. The small tick at the end of the
line is used to measure magnetic courses with
the PV-5 plotter.
§2.3.1.4 TACAN or DME
Most TACAN stations without a co-located VOR can
be used by civilian DME units. Pure TACANs do
not have compass roses since the azimuth
cannot be used by most civilian pilots. Jeppesen’s
symbol, a serrated circle, represents both TACAN
and DME facilities.
§2.3.1.5 NDB on Low and High/Low
Charts
NDBs are shown on Jeppesen Low and High/Low
altitude enroute charts as a series of dots forming
three concentric circles.
The single line extending from the symbol
corresponds to magnetic north. The small tick at
the end of the line is used to measure magnetic
bearings with the PV-5 plotter.
§2.3.1.6 NDB on High Charts
For legibility purposes, on High and High/Low
altitude enroute charts, Nondirectional
Beacins(NDBs) symbols are reduced in size since
the charts cover more area; that is, the scales are
smaller than on Low charts.
The magnetic north
pointer on NDB symbol is
included to make it easier
to measure magnetic
bearings with a plotter.
§2.3.1.7 Compass Locator
Compass Locator symbols
look similar to an NDB
symbol. They are only
shown on enroute charts
when providing an enroute
function or Transcribed
Weather Broadcast
(TWEB).
§2.3.1.8 Localizer
Localizers are usually employed to provide course
and distance information with respect to a
runway during an approach, but in some
instances localizers may also be combined with
other facilities, fixes, or reporting points to form
an enroute intersection.
§2.3.1.9 Marker beacons
• Markers with collocated Locator or NDB
• Markers with collocated airspace fix or intersection
§2.3.2 Facility Information Boxes
The facility box gives the name, frequency,
two- or three-letter identifier, and Morse
code identification. Other information may
also be displayed, such as coordinates,
the class of VOR, and even available
communications.
§2.3.2.1 On-Airway
On-Airway VOR
Navaid information is
presented in a
shadowed box when
the navaid is an airway
component. The name
of the navaid, its
frequency, identifier,
and Morse code
identification is noted.
Generally, various coverage of VOR are
distinguished by letters preceding the
Navaid frequencies. Such as:
• (T) —Terminal VOR
• (L) —Low Altitude VOR
• (H) —High Altitude VOR
On-Airway DME
High altitude Navaid
On high/low enroute charts, latitude and
longitude coordinates are shown at the
bottom of the information box for high
altitude navaids.
Special L/MF Navaids
Some L/MF (low and medium frequency )
navaids are combined in the shadowed box
even though they are not the part of the
airway structure. They are used for course
guidance for over lengthy route segments.
Localizer Navaids Performed an
Enroute Function
Charts depict localizers to
indicate availability at
airports.
§2.3.2.2 Off-Airway Navaids
On Low and Low/High Enroute Charts
Off-airway navaids are unboxed on low and
low/high enroute charts.
On high Enroute Charts
Off-airway navaids are boxed without a
shadow on high altitude enroute charts.
Off-airway TACAN
TACAN facilities not associated with a VOR
are listed with channel number and a VOR
“ghost” frequency. The “ghost” frequency
enables civilian users to access the DME
signal. Coordinates are only shown on the
high altitude charts.
Navaids located at an airport
Navaids are used in the airway system but that
are located at an airport may have the airport
and the navaid information grouped together.
The navaid frequency and identifier are located
below the location name of airport when the
navaid name, location name and airport
name are the same.
Marker beacon
Marker beacon (or fan beacon) are shown
on enroute charts if they identify a
particular location along an airway or on
the approach to an instrument landing.
The marker beacon name and Morse code
identification are shown next to the
symbol.
§2.3.2.3 Notations
• “*”:An asterisk specifies part-time hours of
operation.
• (DME not Collocated) (TACAN not
Collocated): When the TACAN or DME
antennae is not collocated with the VOR,
this notation is shown below the VOR
facility information box.
§2.4 Airway/Route Components
The airway information provided on charts,
including:
• Airway types and designators
• Course guidance
• Airspace Fixes
• Mileage
• Altitudes
§2.4.1.1 Airway to an Alternate
Airport
An airway may be identified by a dashed line,
indicating route to an alternate airport.
§2.4.1.2 Overlying High Altitude
Airway
On low or high/low altitude charts, overlying
high altitude airway are shown in green.
§2.4.1.3 RNAV Airway
RNAV airway are depicted with a thick solid
line on the enroute charts.
§2.4.2 Airway Types and
Designators
Airways are referred to by the letter and
number designation shown along the airway
on the enroute chart. Both the designators
themselves, and the way they are depicted
on the chart, provide information about the
type of airway shown.
§2.4.2.1 Airway Designators
Airway designators are shown in boxes
along the airway they name. Many of
these, such as victor airways and jet route,
are shown with white letters in a black box
for distinction.
航路代号
前缀
A
含义
琥珀色，Alpha航路，南北主航路
ADR
咨询航路
AR
大西洋航路、加拿大Alpha航路
ATS
未公布识别代号，但提供ATS服务的指定航路
AWY
航路
B
兰色，Bravo航路，南北支航路
BR
巴哈马航路、加拿大Bravo航路
D
直飞航路。需要ATC的许可，不可用于填报飞行计划
DOM
国内航路。外国经营人使用需特别批准。
G
绿色，Golf航路，东西主航路
GR
海湾航路
H
高空航路
HL
高空航路
J
喷气机航路
K
主要为直升机划设的低空航路或者航线
NAT
与北大西洋组织航迹结构相联的航路
OTR
海洋过渡航路
PDR
预定航路
R
红色，Romeo航路，东西支航路，
RR
加拿大R航路
SP
超音速区域导航航路
U
高空航路。航路或者航线或者其中的部分航段划设在高空空域。
V
Victor航路
W
白色，Whiskey航路
X
无B-RNAV配备的航空器所使用的航路（欧洲）
航路代号
后缀
含义
E
东
F
仅提供咨询服务
G
仅提供飞行情报服务
L
中低频航路
N
北
R
区域导航航路
S
南
UL
区域导航航路
V
VOR航路
W
西
Y
在飞行高度层6000米（含）以上的所需导航性能类型1（RNP1）
的航路，字母Y表示航路上30至90度之间的所有转弯必须在直
线航段间正切圆弧允许的所需导航性能精度容差内进行，并
限定转弯半径为42公里；
Z
在飞行高度层5700米（含）以下的所需导航性能类型1（RNP1）
的航路，字母Z表示航路上30至90度之间的所有转弯必须在直
线航段间正切圆弧允许的所需导航性能精度容差内进行，并
限定转弯半径为28公里；
1
条件航路的类别（欧洲）
1，2
条件航路的类别（欧洲）
1，2，3
条件航路的类别（欧洲）
§2.4.2.2 One-way Airway
Some airways allow only one-way traffic patterns.
One-way airways are indicated with an arrow
symbol.
When hours are displayed below the one-way
airway designation, it means that one-way traffic
is preferred during the hours listed, but two-way
traffic is allowed during all other hours.
§2.4.2.3 Pre-requirements
Airway
Some airways require the action of the pilot before
you can fly them.
A “PPR” along an airway centerline indicates that
prior permission is required for flight in the
direction of the accompanying arrow. You must
obtain permission from the controlling agency
before flying this type of airway.
Airways with an “FPR” designation have a flight
plan requirement that dictates you must file a
flight plan before flying them.
§2.4.3 Course Guidance
• VOR Radials
• NDB Bearings
VOR Radials
NDB Bearings
§2.4.3.3 MC and TC
In most case, all kinds of
courses on the charts are
magnetic courses (MC).
Course guidance in the
high-latitude area, such
north of the Canada, are
based on true bearing. In
this case, there are
indicated with a “T”
following the course
numbers.
§2.4.3.4 Changeover Points
When flying an airway, you normally change
frequencies midway between navaids,
unless a changeover point (COP) is
designated.
A COP is the point along an airway where
the navaid frequency should be changed.
COP symbology includes the mileage from
each station to the COP.
§2.4.3.5 Gap in Nav-signal
Coverage
A gap in nav-signal coverage, shown as two
black rectangles along an airway, may
cause a COP to be detached.
§2.4.4 Airway Fixes
Airway fixes are simply designated locations
along an airway or route that can provide a
means for checking the progress of a flight.
They are often located at points where the
airway turns or at a place that provides a
positive means of establishing a position.
Intersections, waypoints, database identifiers,
and reporting points, are all considered fixes.
§2.4.4.1 Types of Fixes
The term “fix” is used here to describe an
intersection, waypoint, reporting point, or any
other designated point along an airway. However,
there are differences between these terms:
• The location of intersections is determined by
ground-based navaids. The exact position is
given as a VOR radial (or NDB magnetic bearing)
and the DME mileage from the navaid.
• The term waypoint is generally reserved
for positions that can only be determined
by area navigation (RNAV) equipment or
GPS. The exact location for a waypoint is
shown as its lat/long geographic
coordinates.
2. Location Mode
A fix may be based on one or more of the
following:
• Intersection of two airways
• Intersection of two VOR radials, or NDB
bearings
• Intersection located by DME
• Geographic coordinates
§2.4.4.2 Intersections
Enroute charts identify most intersections
with a triangle symbol.
At a Navaid, a dot in the triangle symbol
represents a fix collocated with a Navaid.
Sometimes the triangle in the navaid
symbol may be omitted. The name of the
navaid represents the intersection name.
The location of the intersection along an
airway is typically defined by a radial from a
VOR or a magnetic bearing to an NDB.
An intersection can also be located by DME.
These fixes are identified with a “D” and an
arrow that points from the navaid to the fix.
If it is unclear which navaid is the basis for
the DME, the navaid identifier follows the
DME distance.
§2.4.4.3 Reporting Points
The intersections of the airway are also
named as reporting points. The reporting
points can be used as air traffic controlling,
altitude changing and approach transition
points.
Enroute charts depict most fixes as either
noncompulsory or compulsory reporting
points.
In a nonradar environment, pilots are required
to make a position report when passing over
a compulsory reporting point. These are
identified on enroute charts by a solid
triangle.
Sometimes the same point can be compulsory
and nomcompulsory, depending on which
airway you are flying .
At noncompulsory reporting points, position
reports are not required unless requested
by a controller.
Along some routes, enroute charts indicate that a
meteorological report is required upon crossing
the intersection. The symbol for such a reporting
point is a capital M with a circle around it. If the
reporting point only applies to certain routes, the
route will be annotated to the symbol.
A meteorological report is made to the controlling
ground station (or to another station if indicated),
and should include the following items:
• Air temperature
• Wind
• Icing
• Turbulence
• Clouds
• Any other significant weather
§2.4.4.4 CNFs [Database Identifiers]
and Mileage Break Points
Computer Navigation Fixes (CNFs) are used
for defining the navigation track for an
airborne computer system (e.g., GPS or
FMS). A CNF is generated by the onboard
database and displayed on the avionics
screen.
On the enroute chart, CNFs are enclosed in
brackets or indicated with an “X”, to aid in
identifying them. Sometimes, they are further
identified by geographic coordinates.
A mileage break point indicates a point where the
course changes direction, but no fix is indicated.
It is shown on the chart as “×” on the airway
and it is used to isolate segments when no
published fixe exists.
Beginning in 1998, the United States and other
countries began assigning five-letter names to
previously unnamed fixes and mileage break
points on DPs, enroute and area charts, and
STARs.
CNFs are not used in position reporting, ATC
requests, or for flight planning purposes.
§2.4.4.5 Waypoints
A waypoint is designated by a star symbol
(). Waypoints are defined relative to a
VORTAC or VORDME, or in terms of
lat/long coordinates.
Waypoints may be any of the following types:
• Predefined, published waypoints
• Floating waypoints
• User-defined waypoints
§2.4.4.6 Bypass
When an airway passes over a fix that is not
used for course guidance or reporting, the
airway centerline sometimes passes
around, or bypasses the symbol. In rare
cases, an airway turns at a fix without
using it.
Sometimes, an explanatory note on the
chart clarifies the proper use of the fix.
§2.4.5 Mileage
• Segment Mileage
• Total Mileage between Two
Navaids
§2.4.6 Altitudes
• Minimum enroute altitude (MEA)
• Minimum obstruction clearance altitude
(MOCA)
• Enroute minimum off-route altitude (Enroute
MORA)
• Maximum authorized altitude (MAA)
• Minimum crossing altitude (MCA)
• Minimum reception altitude (MRA)
• Even and odd altitudes
§2.4.6.1 MEA
The minimum enroute altitude (MEA) is the
most common airway altitude shown on
charts. It is ordinarily the lowest published
altitude between radio fixes that
guarantees adequate navigation signal
reception and obstruction clearance (2,000
feet in mountainous areas and 1,000 feet
elsewhere).
§2.4.6.2 MOCA
MOCA is the lowest published altitude in
effect between radio fixes on VOR airways,
off airway routes, or route segments.
A MOCA is similar to an MEA, but MOCA
ensures a reliable navigation signal only
within 22 nautical miles of the facility,
whereas an MEA provides reliable
navigation signals throughout the entire
segment.
MOCA is shown by a “T” after the altitude.
The obstruction clearance of MOCA is
similar to MEA. That is 2,000 feet in
mountainous areas and 1,000 feet
elsewhere.
§2.4.6.3 Enroute MORA
A enroute MORA is an altitude derived by Jeppesen
that provides reference point clearance within 10
NM of the airway centerline (regardless of the
airway width) and fixes.
Enroute MORA values clear all reference points by
2,000 feet in areas where the highest reference
points are 5001 feet MSL or higher, while by
1,000 feet in areas where the points are 5000 feet
MSL or lower.
Enroute MORA are denoted by an altitude figure
with an “a” suffix.
§2.4.6.4 MAA
A maximum authorized altitude (MAA) is a
published altitude representing the maximum
usable altitude or flight level for an airspace
structure or route segment.
It is the highest altitude on a Federal airway, jet
route, RNAV low or high route, or other direct
route for which an MEA is designated at which
adequate reception of navigation signals is
assured.
Maximum authorized
altitude, shown by
“MAA” followed by
the altitude.
§2.4.6.5 MCA
A minimum crossing altitude (MCA) is the
lowest altitude at which an aircraft can
cross the fix when proceeding in the
direction of a higher minimum enroute IFR
altitude (MEA).
MCA indicated by “MCA” along with any
necessary information, such as the
affected airway and direction of flight.
§2.4.6.6 MRA
A minimum reception altitude (MRA) is the
lowest altitude that ensures adequate
reception of the navigation signals forming
an intersection.
MRA indicated by “MRA” along with any
necessary information, such as the
affected airway and direction of flight.
§2.5 Airports
•
•
•
•
Airport name and location
Type of airport
Airport elevation and runway information
Weather and airport communications
§2.5.1 Airport name and location
• The location of the airport
• The airport name (if different from the
name of the location)
• The ICAO (4 letters) or Jeppesen NavData
airport identifier (3 alphanumeric
characters)
§2.5.2 Type of Airport
• VFR or IFR
• Civilian or Military
• Seaplane Base or Heliport
§2.5.2.1 VFR or IFR Airport
Enroute charts group airports into two
categories, IFR airport with at least one
published standard instrument approach
procedure (SIAP), VFR airport with none.
Enroute charts always show airport
symbology and its associated text in the
same color.
Enroute charts display the IFR airport
symbol and related information in blue.
Location name of the IFR airport is
indicated with capital letters.
VFR airport symbol and related information
display in green on enroute charts.
Location name is indicated with lowercase.
§2.5.2.2 Civilian or Military Airport
§2.5.2.3 Seaplane Base or Heliport Airport
§2.5.3 Airport Elevation and
Runway Information
In addition to the type of airport, the enroute
chart may include additional information
about the airport and its runways.
Airport elevation is listed in feet MSL below
the airport name.
In addition to the elevation, two or three
digits denote the length of the airport’s
longest runway in hundreds of feet.
The figure is rounded to the nearest hundred
with 70 feet as the dividing point. For
example, a 6669-foot runway is listed as
“66”, whereas a 6671-foot runway shows
as “67”.
An “s” after the runway length denotes a soft
surface.
§2.5.4 Weather and Airport
Communications
Above the airport name, enroute charts
often provide more information about
communications availability and
requirements, as well as weather services
available at that airport. The services and
requirements are similar throughout the
world, but differ by region in name and
details.
•
•
•
•
U.S. and Canada Weather Information
U.S. Airport Communications
Canadian Airport Communications
Airport Weather Information and
Communications Outside the U.S. and
Canada
§2.6 Airspace
§2.6.1 Controlled and Uncontrolled
• Controlled: Controlled airspace is an area of
defined dimensions within which air traffic
control service is available. Controlled airspace
is depicted with white background.
• Uncontrolled: Uncontrolled airspace is all
airspace that is not controlled.
Uncontrolled airspace is tinted gray on full-color
enroute charts. Note that uncontrolled airspace
over water is bule-gray.
§2.6.2 Airspace Classifications
Airspace is categorized into a variety of
airspace classifications, denoted by letters.
Although these ICAO designations are
used in much of the world, the dimensions,
equipment requirements, and restrictions
for each airspace class often vary from
country to country.
§2.6.2.1 ICAO Designations
Class A Airspace
Class A is the most restrictive airspace
classification and requires the most
amount of pilot experience and control by
ATC. All aircraft in Class A must be
operated under IFR and the pilot must
have and instrument rating.
Class B Airspace
Class B airspace contains or covers the busiest air
traffic environments to ensure more complete
control over aircraft in congested airport
environments.
In Class B airspace, both IFR and VFR flight is
permitted; however, both types are under Air
Traffic Control and are separated from one
another.
The configuration of each Class B area is
individually tailored to its airport environment.
Class C Airspace
Both IFR and VFR flights are permitted and
all flights are under Air Traffic Control
Services in Class C Airspace.
IFR traffic receives separation from both IFR
and VFR flights, while VFR flights are only
separated from IFR and receive traffic
information concerning other VFR flights.
Class D/E Airspace
Class D and E airspace are often associated
with control towers around less busy
airports.
Often, Class E airspace lies adjacent to
Class D to enable instrument pilots to
remain within controlled airspace while
performing an instrument approach.
In fact, at airports with a part-time tower,
Class D airspace may revert to Class E
when the tower is closed.
Class D airspace
Class D airspace may be designated for
terminal enroute purposes. In Class D
airspace, all flights are subject to ATC
service. IFR flights are separated from other
IFR flights and receive traffic information
concerning VFR flights. VFR flights receive
traffic information concerning all other flights.
Class E airspace
Class E airspace is generally designated for
enroute. Most low-level airways are Class
E, unless otherwise assigned. In Class E
airspace, only IFR flights are subject to
ATC service. IFR flights are separated
from other IFR flights. All flights receive
traffic information as far as practical.
§2.6.2.2 Airspace Classifications
in China
Upper Control Area, Medium and Lower
Control Area, Terminal (Approach) Control
Area, and Tower Control Area are set up
on airway zones and civil airport regions in
china.
In most case, airspace is divided into class A,
B, C and D airspace according to different
control areas in china.
Class A Airspace
Class A Airspace is upper control area. The
floor of Class A airspace corresponds to
FL 6,000 (not including) meters.
During flight within Class A airspace, pilots
must comply with IFR and maintain
separation from other aircrafts given by
the ATC.
Class B Airspace
Class B airspace is medium and lower
controlled area, which extends from FL 600
meters to FL 6000 ( including) meters.
You can operate within the Class B airspace
either under VFR or under IFR according to
meteorological condition.
Class C Airspace
Class C Airspace extends from FL 600m to
the ceiling of FL 6,000m (included), but
laterally, it extends from the airport
reference point to radius of 50 kilometers
or the entrance of the air corridor (if exists).
All of the flights in Class C Airspace can be
complied with IFR or VFR.
Class D Airspace
Class D Airspace is airport control zone
airspace. Class D Airspace extends from
ground to the first holding pattern level,
includes traffic pattern region and
segments after the FAF.
All operations within Class D Airspace can
be complied with IFR or VFR.
§2.6.2.3 Airspace Classification
in U.S.
The classes of airspace were created and
then specified in FAA FAR Part 71.
Airspace is divided into class A, B, C, D, E,
F and G in U.S.A.
Class A Airspace
Class A airspace is the most restrictive and
requires the most amount of pilot
experience and control by ATC.
In the United States, Class A airspace
begins at 18,000 feet MSL and extends up
to FL 600.
Class B Airspace
Class B airspaces surround the nation’s
busiest international airports.
Aircrafts operating within Class B airspaces
must be equipped with two-way radio
communication system, and an available
VOR or VORTAC receiver.
A requirement for a 4096 code transponder
with mode C automatic altitude reporting
capability is associated with Class B
airspace.
Class C Airspace
Class C airspace is similar to Class B. About
120 airports belong to Class C airspace in
U.S.
The center of Class C airspace is the
primary airport. This airspace usually
consists of a 5 NM radius core surface
area that extends from the surface up to
4,000 feet MSL.
Two-way radio communications with the
appropriate ATC facility are requited prior
to entry this airspace.
Class D Airspace
Airspace from the surface to 2,500 feet MSL
surrounding those airports that have an
operational control tower.
Runway is the airspace center. Radius of
airspace is 4.3 NM.
Class E Airspace
Class E airspaces are controlled airspaces,
extend from 700 or 1200 feet AGL to
18,000 feet MSL.
Operation in this airspace can be complied
with IFR or VFR.
Class F Airspace
Class F airspace is uncontrolled airspace.
Class G Airspace
The ceiling of Class G airspace is from surface to
700 or 1,200 feet AGL.
Class G airspace (uncontrolled) is that portion of
airspace that has not been designated as Class
A, Class B, Class C, Class D, or Class E
airspace.
§2.6.2.4 Controlled Airspaces
on Enroute Charts
Controlled airspace is depicted on an
enroute chart by control area boundaries.
On the boundary itself, you will find the
specific airspace class of the airspace.
Within the boundary, look for sector
boundaries, as well as upper or lower
limits of the airspace.
Class A Airspace
The control area boundary of Class A
airspace is shown by a wide, maroon line.
Class B Airspace
The control area boundary of Class B
airspace is similar to Class A shown by a
wide, maroon line.
Lines appear under (lower limit) or over
(upper limit) each limit indicating the limits
of altitude in hundreds of feet MSL.
Class C Airspace
The control area boundary of Class C
airspace is shown by a wide, blue line.
Class D/E Airspace
The control area boundary of Class D/E airspace is
shown by a thin, white dashed line.
§2.6.3 Type of Designated
Airspace
In addition to airspace classifications, there are
also types of designated airspace. Both use the
same symbology. Types of designated airspace
include:
• FIR/UIR
• CAT/UAT
• TMA
• CTR
§2.6.3.1 FIR/UIR
An FIR is a country’s area of responsibility for air
traffic control and flight information. A country’s
airspace always consists of at least one FIR,
though a country may designate more than one
within their area of responsibility.
For example, airspace of china has been divided
into 10 FIRs and 1 Area of Jurisdiction . There
are Shenyang, Beijing, Shanghai, Kunming,
Guangzhou, Wuhan, Lanzhou, Urumqi,
Hongkong, and Taipei. Sanya is an Area of
Jurisdiction.
The FIR/UIR boundary name, identifier and
airspace category are depicted on an enroute
chart with a barbed line.
For the limits of the FIR and UIR, you would refer
to the front or back panel of your enroute chart in
the designated airspace box.
§2.6.3.2 CAT/UAT
Control Areas (CATs) and their counterparts,
Upper Terminal Areas (UATs) are volumes
airspace and UATs reside within upper airspace.
Whereas FIRs are defined by the country, CTAs
and UTAs represent areas of specific Air Traffic
Control responsibility within the country’s FIR.
In some countries, Air Traffic Control Centers
(ACCs) or Air Route Traffic Control Centers
(ARTCCs) serve the functions of CTAs/UTAs.
§2.6.3.3 TMA
Terminal Maneuvering Area (TMA) is normal
established at the confluence of ATS
routes in the vicinity of one or more major
aerodromes.
TMA provides safe and efficient air traffic
control service for aircraft arrival and
departure . TMA can be any types of
airspace.
On an enroute chart, TMA boundaries are
depicted with a solid maroon or blue line.
§2.6.3.4 CTR
In contrast to Control Areas, airspace
delegated to a control tower is called a
Control Zone (CTR).
CTRs generally begin at the surface and
extend to a specific limit. CTR provides
airport control service for appropriate
aircraft.
CTR boundaries, regardless of airspace
classification, are depicted by a blue
dashed line with airspace classification
inset in the outline.
Related to CTR are ATZ and TIZ.
An aerodrome traffic zone (ATZ) is a term for
specific airspace established around an
airport for the protection of airport traffic. In
an uncontrolled ATZ, aircraft broadcast
intentions and listen on the standard
enroute frequency. Uncontrolled ATZs are
shown as solid lines.
A traffic information zone (TIZ) is Class G
airspace where continuous two-way
communication is required.
§2.6.4 Special Use Airspace
In addition to above-mentioned designated
airspaces, enroute charts designate many
types of special use airspaces (SUAs),
which are belonged to uncontrolled
airspaces, such as prohibited area,
restricted area, warning area, etc.
On enroute charts, SUAs are depicted with
maroon and green dashed lines.
Each special use area also has an
accompanying label that indicates its
country, with some exceptions, type of
special use airspace, and identification
number.
When space allows, it may also list upper and
lower limits, hours of operation, or the
controlling agency on the chart. For special
use airspace located in congested areas,
enroute charts provide additional
information on a separate list elsewhere on
the chart.
§2.7 Boundaries
Enroute charts contain numerous boundary
lines, depicting borders of airspace
classes, countries, time zones, controlling
agencies, and defense zones.
This lesson explains the symbology for two
broad categories of boundaries.
• Geographical boundaries identify political
entities, time zones, and charted regions.
• Procedural boundaries depict areas with
different procedures or requirements.
§2.7.1 Geographical Boundaries
Enroute charts include specific designations
for several types of geographic boundaries.
• Political boundaries
• Time zone
• Chart boundaries
§2.7.1.1 Political Boundaries
Political boundaries identify international,
state, or provincial borders.
International boundaries are depicted with a
broken black line on enroute charts.
Often, political boundaries coincide with time
zones, airspace, or procedural boundaries.
Area charts, typically provided to cover hightraffic regions, are identified by shaded
gray dashed lines.
2.8 Holding Patterns
§2.8.1 Published Holding Patterns
Published holding patterns will include the
following information as appropriate:
• Holding fix
• Direction
• Leg length
• Altitude
• Speed
§2.8.1.1 Holding Fix
A holding fix begins and ends each circuit of
the holding pattern.
A fix may be an intersection, navaid,
waypoint, or DME distance from a navaid.
§2.8.1.2 Holding Direction
A holding pattern is defined by the direction
from the holding fix, a line of position on
which to fly one leg of the pattern, and the
direction of the turns.
Shaped like an oval racetrack, holding
patterns generally are of two types. In a
standard holding pattern, the turns are to
the right, while a nonstandard holding
pattern uses left turns.
§2.8.1.3 Leg Length
Generally, standard leg length of holding
pattern depends on time of outbound.
At or below 14,000 feet (4250 meters) MSL,
the inbound and outbound legs are
typically defined as 1-minute no-wind
straight segments.
Above 14,000 feet (4250 meters) MSL, the
straight segments are 1.5 minutes long, or
more with increment of 0.5 minute .
§2.8.1.4 MHL
If there is a minimum holding level
associated with a holding pattern, it’s listed
with the holding pattern symbol.
§2.8.1.5 Holding Speed
Since the size of the holding pattern is
directly proportional to the speed of the
airplane, ATC limits the amount of
airspace reserved for holding by imposing
maximum holding speeds for specific
altitude ranges.
When holding patterns have additional
speed restrictions to keep faster airplanes
from flying out of the protected area, it lists
the airspeed (IAS) limit.
§2.8.1.6 Holding Instruction
Pilot must execute holding procedure
according to published holding pattern,
unless he receive another instruction, if
there is a published holding pattern on the
chart.
The instruction by ATC for a published holding
pattern contains the following information:
• Direction to hold from the holding fix
• Holding Fix
• Expect further clearance (EFC) time
When approaching a clearance limit without
holding instructions, pilot must execute the
following specific procedures to maintain
enough separation :
• Request further clearance before arrive
holding fix
• Execute published holding procedure if not
receive further clearance
§2.8.3 Holding Pattern Entry
Procedure
Generally, there are three holding pattern
entry procedures that have been developed
to enable you to get properly oriented on the
holding course without excessive
maneuvering.
The type of entry pattern used depends on
your magnetic heading relative to the
holding course upon arrival at the holding fix.
Holding pattern entry sectors are established
by imagining a line at 70° across the
holding course.
For example, if the holding course is the
090°radial from a VOR, the entry sectors
are defined by a line through the fix
coinciding with heading of 020° and 200°.