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INTRODUCTION
1.
Jeppesen was a man who collected data from pilots who used to land
at various airfields. These pilots had data regarding the airfields they
landed at with regard to the airfield layout, obstructions, location of ground
navaids, procedures they followed to approach the airfield using those
navaids and visual circuit patterns followed etc. He compiled all these into
a diary and ultimately formed an organization that collected all these data
from various countries. As of now this company has been tasked with the
responsibility of formulating airport layout, instrument approach,
departure, en-route and arrival charts.
AIM
2.
The aim of this paper is to learn how to use these different types of
charts and finally how to use them to plan a flight.
JEPPESEN EN-ROUTE CHARTS
3.
Jeppesen en-route Charts are compiled and constructed by using the
best available aeronautical and topographical reference charts. Most of the
Jeppesen en-route Charts use the Lambert Conformal Conic projection.
4.
The chart design is intended primarily for airway instrument
navigation with reference to cockpit instruments and radio. This in plain
language means that these charts are basically for IFR flights. However
Jeppesen has introduced VFR GPS charts using 1:500,000 topographical
maps.
5.
6.
Chart Usage:
(a) Charts are identified by code letters for world areas covered
by a particular series, by parenthetical letters for the altitude
coverage and by numbers for the individual chart. For example,
FE(H/L) 2, is a chart of the Far East series covering both high and
low altitude operations and is number 2 of the series.
(b) The front page of the chart is called the cover panel. To use
the low and high altitude charts, we have to first use the small index
map on the cover panel to locate the major city closest to your
desired area.
(c ) On the small map index you will find some of the major cities
surrounded by light grey shaded area . This indicates that the airfield
of that city has a terminal area chart (TMA)chart. These are found
around some large cities where the airway facility congestion is so
bad that a lot of information has to be omitted. Many of the symbols
that are found on the area charts are shown on the en-route charts in
reduced scale so that pilots who are overflying the area can do so
without having to open a TMA chart. But remember if you are going
to land or take-off within that area, you need to use the TMA chart.
(d) The whole chart is folded in such a way as to easily access the
chart area in which the major city is located. Each folded area is
called a chart panel.
(e) The low and high/low altitude Jeppesen charts have a unique
feature called the Zigdex. This zigdex is found on the top of each
chart panel on which the major city names are printed. To find a
specific area on the chart, it is only necessary to open the correct
chart panel, by looking at the name of the major city closest to the
desired area, written on the zigdex. Thereafter to follow the route of
your flight, you have to open the adjacent chart panels like opening a
book which is a lot easier than trying to open and refold the entire
chart.
(f)
When the folded chart is opened at one of the zigdex numbers,
the exposed portion of the chart is subdivided into four sections by a
vertical and horizontal fold. Each of these sections is labeled at the
margins as A,B,C and D. A combination of the panel number and the
lettered section in which your desired place falls is used to simplify
finding a location mentioned in the Enroute Chart NOTAMS or in
the communications table.
For example: CHENNAI, INDIA p2D , means that you will find
Chennai Airport marked on panel 2 in section D.
(g) Unless other wise indicated, all bearings and radials are
magnetic.
(h)
(j)
Vertical measurements of elevation are in feet above mean sea
level. En-route altitudes are either in feet above mean sea level
(based on QNH) or clearly expressed as Flight Levels, based on
QNE.
(k) All times are Coordinated Universal Time (UTC) unless
labeled Local Time (LT).
(l)
Scale is 1 inch = 30 nm
(m)
(o)
7.
There are a lot of important symbols found on en-route charts. For
ease of understanding, they will be covered under the following heads.
(a)
(b)
(c)
(d)
(e)
(f)
8.
Navaid symbols
Navaid identification symbols
Restricted airspace symbols
Various boundary symbols
Airport symbols
Airway and route component symbols
Navaid Symbols:
(a) VOR:
For example: SAMPLA VOR
(b) DME:
For example: TAC-98 KPS
(115.1)
(c) NDB:
For example: HUBLI
*402 HB
_
(f)
(g)
(h)
9.
Navaid Identification Symbols: All navaid facilities that form a part
of an airway or a route component are enclosed in shadow boxes. The
name of the facility, its frequency, three-letter identification and morse
code identifier, followed by geographical co-ordinates, will be found inside
the box and if it has a DME facility that is frequency paired, a small D
will be included preceding the frequency. If they are not co-located, they
will be so noted in parentheses below the box.
(a)
(b)
(c) VOR not forming a part of an airway is shown in an unshadowed black box:
(f)
When TACAN or DME are not frequency paired with the
VOR, the TACAN or DME is identified separately and the ghost
VOR frequency is shown in parenthesis, below the TACAN OR
DME information.
For example: TAC-84 PCK
(113.7)
(j)
To facilitate aircraft using area navigation such as Inertial
Navigation System (INS) and Omega, the high and low altitude
charts also show the geographical co-ordinates below the code
identification.
They are designated by the Country code, followed by the FIR code,
followed by the alphabets D, P, R in parenthesis.
(a)
(b)
(c)
11.
D Danger area
P Prohibited area
R Restricted area
A- Alert area
T Training area
W Warning area
TRA Temporary reserved airspace
MOA Military operations area
Upper and lower limits of the restricted airspace would be indicated on any
of the chart panels or the rear of the cover panel.
12. Airport Symbols: Civil and military airports are marked differently.
These are further distinguished by symbols that indicate whether the
airports are provided with Jeppesen charts or not.
(a) Military Airports having Jeppesen chart:
For example Goa, Dabolim
(e) An airport that does not have a Jeppesen approach chart, its
name is printed in both upper and lower case letters. The ICAO
designator is in upper case letters. Below this, the airport elevation
followed by the length of the longest runway available indicated by
the first two digits, actual length getting by multiplying by 100. The
colour used is green.
For example Warangal.
(f)
If an airport has a Jeppesen approach chart, the name of the
location by which it is indexed, is printed all in upper case letters. If
the airport name is different from the location name, the airport
name will be printed in small type below the location name using
both upper and lower case letters and will be blue in colour.
For example :
MUMBAI
Chatrapati Shivaji Intl
VABB 27- 114
This is useful information if you know the airport name and its
approximate location, but not the actual listed name. In this case,
look around the general area on the chart until you locate the airport
name and note the chart designation name above it.
13.
(d)
(f)
This symbol denotes that the low frequency bearing forming
the fix, are to the navaid.
(g) This symbol denotes that the VHF radials forming the fix are
from the navaid.
(h) This symbol denotes that the VHF frequency and identifier are
off chart or remote.
(j)
This symbol denotes that the fix is formed by MMV VOR at
55 DME.
(k) In this symbol D indicates DME fix and distance from the
station that provides the DME mileage.
(l)
This symbol indicates an airway or route designator.
__________________________________________
W 39
(m)
ATS
(o)
____________________________________________________
G-472 R
(p)
______________________________________________________
A-474 N
__________________________________________
R-460 E
2500
In the above route R-460 E, the minimum en-route altitude is 2500ft.
_________________________________
A-474 S
FL 55
(r ) In the above route A-474 S, the minimum en-route Flight
Level is Flight Level 55.
(s)
___________________________________
W 58
58Ww
9500
8700
(t)
Minimum obstacle clearance altitude (MOCA) is the lowest
published altitude in effect between radio fixes on VOR airways,
off-airways routes or route segments, which meets obstacle
clearance requirements for the entire route. It is designated by
altitude in feet suffixed by the alphabet T.
W 39
1300 T
For example on route W 39 the minimum obstacle clearance altitude
is 1300 ft.
(u) Route minimum off-route altitude is an altitude that provides
reference point clearance within 10 nm of the route centerline
regardless of the route width. Route MORA values clear all
reference points by 1000 ft in areas where the reference points are
below 5000 ft AMSL and by 2000 ft in areas where the reference
points are above 5000 ft AMSL. It is also designated by altitude in
feet above AMSL suffixed by the alphabet a.
W 51
1500 a
For example on route W 51 the minimum off-route altitude is 1500
ft.
(v) Maximum authorized altitude are shown as altitudes or flight
levels. Depicted as below:
MAA FL 150
68
W 55
(w) Change of MEA or limit of applicability of MAA is depicted
as shown:
6
8
W6 55
8
55W
55W
6
8
W6 55
8
55W
55W
(y)
SATS
14.
Boundaries:
(a) ADIZ boundaries are shown as a double black dotted line as
depicted below.
(b)
(c )
(d)
TMA CHARTS
15. Now we shall see and learn how to interpret a Terminal Area Chart
(TMA) Chart. As explained earlier, due to congestion of airspace
information within large metropolitan areas, complete off-airway
information is not always shown on En-route charts. These areas are
supplemented by Area Charts called Terminal Area Charts that use larger
chart scales with complete information.
16. Places having TMA charts are depicted on the cover panel, small
index may of En-route charts as a grey shaded square or rectangle. TMA
charts have various symbols that are quite similar to en-route charts,
however there are a few additional symbols.
(c ) When departure and arrival routes are the same, they are
symbolised by a bold continuous line without any arrow.
(c )
Within the margin area, the following are given: (aa) Top left side: The transition level and transition altitude
are printed.
(ab) Name of the departure (Five alphabet) word on the top
center or top right. Below it in parenthesis is given the
runways for which that departure is applicable.
(ac) MSA is given in a circle and with a note if applicable, if
the MSA is valid for a distance less than 25 nm.
(ad) Speed restrictions if applicable are given in a box.
(ae) Detailed plan view of the instrument departure is also
given. The symbols used are the same as in en-route charts.
Some of the symbols that are used on SID charts are:
(i)
(ii)
(iii)
(iv)
(v)
heading only.
:
:
:
:
:
(vi)
AIRPORT CHARTS
19. Airport charts are normally found on the reverse side of the first
approach chart for the airport. It contains information pertaining to the
airport, air/ground communications, take-off minimums, alternate
minimums and departure procedures. At major terminals, the airport chart
may be expanded and indexed separately to provide detailed information
pertaining to taxiways, ramps or terminal parking areas, aircraft parking
spot coordinates, start up procedures and low visibility procedures.
20. The airport chart is divided into the heading, plan view, additional
runway information and take-off minimums.
21.
22.
The following are the symbols used in the airport plan view: -
23. Some additional information regarding the airport plan view are as
follows:
(a) Runway end elevations are shown on the airport diagram if
source is available.
(f)
Area enclosed in dashed line indicates that a more detailed
plan view of that area exists on another chart.
24. Under the additional runway information portion of the airport chart
you have the following information written in columns.
(a)
Runway designation
APPROACH CHARTS
25. Approach charts are graphic illustrations of instrument approach
procedures. Airports with a published instrument approach might have one
approach or perhaps 10 or more. Each approach is depicted individually
with very few exceptions. Such as a VOR ILS approach or a VOR DME
ILS DME approach.
26. The first approach to the airport is printed on the first page of the
series; the plan view of the airport, as well as airport data and the take off
and alternate minimums are usually printed on the reverse side of that first
page. The remainder of the approach chart pages for that airport will
normally be printed on both sides of the page.
27. The following figure shows the general format for the approach
chart.
28. On the top left corner you have the ICAO location indicator printed
below which is printed the airport name.
29. The top center has the chart date, the chart index number and the
chart effective date if applicable. For each location, the charts are
sequenced by the chart index number. This index number will appear as
shown below:
(a) First digit: Represents the airport number and is an arbitrary
assignment.
(b) Second digit: Represent the chart type as shown below:
(aa)
0
Area, SID etc
(ab)
1
ILS, MLS, LOC
(ac)
2
GPS
(ad)
3
VOR
(ae)
4
TACAN
(af)
5
Reserved
(ag)
6
NDB
(ah)
7
DF
(aj)
8
PAR, ASR, SRA, SRE
(ak)
9
RNAV, Vicinity chart
(c ) Third digit: Represents the filling order of charts of the same
type
(d)
(f)
The note box may be omitted when there are no applicable
notes.
33. To the right of the briefing strip is the MSA. MSA is minimum
sector altitude or minimum safe altitude. MSA is valid for a radius of 25
nm from the reference point. If the radius from the reference point is other
than 25 nm, it is specified and the reference, from which the MSA has been
calculated, is mentioned below the MSA circle.
34. The plan view, as the name suggests gives a depiction of the
approach as it would be flown as viewed from the top. Generalized terrain
contour information may be depicted when terrain within the approach
chart coverage exceeds 4000ft, above the airport elevation or when terrain
within 6 nm of the ARP rises to at least 2000 ft above the airport elevation.
Generally, terrain high points and manmade structures less than 400 ft
above the airport elevation are not depicted.
(a) The primary navaid forming the facility is in a shaded box
with the in bound course, frequency, navaid identification and morse
code. This is slightly enlarged and in bold print for ease of
recognition and discrimination from other navaids within the charted
area.
(b)
All other navaids are in a rectangle box and not in bold print.
(e) Descent chart as per DME distances is listed for use in case of
non-precision approaches. For example when in an ILS chart, the
descent chart would be printed for a localiser only approach i.e.
glide slope out.
(f)
Highest obstruction within the charted area will be depicted
by a bold arrow as shown below:
35. Profile view: The profile view of an approach chart gives a depiction
of the instrument approach, as it would be flown if viewed from the side.
(a) Dashed glide slope line depicts a non-precision approach glide
path and break-off in case of un serviceability of the glide slope
equipment on board the aircraft, or failure of the ground station
providing the electronic glide slope, on a precision approach chart.
(b)
(c ) The alphabet M depicts the missed approach point for a nonprecision approach.
(d) On the left hand or right hand corner of the profile view box,
the OCA (Obstacle Clearance Altitude / Height) is printed. The
figure outside the brackets is the altitude i.e. AMSL and the figure in
brackets is the height i.e. AGL.
36. Below the profile view box, there is another box within which is
mentioned the descent gradient percentage or glide slope angle and the
respective rate of descent to be maintained for a particular ground speed.
This is only for charts that have a final approach fix.
37. To the right of the data mentioned in the above paragraph you first
have the type of approach lighting system available followed by the missed
approach icons.
38. Lastly you have the minimums box, both for straight-in landings as
well as circle-to-land minimums. Incase of an ILS approach chart, the
minimums are given in terms of Decision altitude / height, visibility and
whether the full approach lighting system is available or not, for both full
ILS and only localiser approaches. The same data is available for nonprecision approaches. This data is given as per the approach category of
the aircraft.
(a) Circle to land minimums are given in terms of speed in knots
IAS, altitude / height and visibility in meters.
39. Generally the scale used is 1 inch = 5 nm. Scale is mentioned on the
left side of the chart outside the margin.
40. Latitude and longitude are marked every 10 minutes in the plan
view.
41. If there are any changes in the approach chart, they are mentioned in
brief at the bottom of the chart outside the margin area prefixed by
CHANGES
42. Most of the symbols used in the approach charts are the same as
used in en-route charts. However there are a few specific symbols that are
specific to approach charts only.
FLIGHT PLANNING
43. Now that we have seen how to use the Jeppesen en-route charts, the
SID charts, instrument approach charts and the airport charts, we will now
briefly dwell upon the aspects of planning a flight.
44. Pre-flight planning to many people means nothing more than
scanning the charts or just drawing a straight line from place to place,
instrument pilots cannot afford this nonchalance. Murphys well known
law states that, Anything that can go wrong, will go wrong. When we
combine that with the fact that emergencies always seem to snowball, we
tend to become a little more careful.
45. At least 50 percent of effective instrument flying is psychological,
thus a proper careful, pre-flight procedure will put us in a mental condition
to properly handle the flight.
46. Each pilot in command shall, before beginning a flight, familiarize
himself with all available information concerning that flight. This
information must include weather reports and forecasts, fuel requirements,
alternates available if the planned flight cannot be completed and any
known traffic delays of which he has been advised by the ATC.
47.
We will now go over step by step as to how to plan your IFR flight.
(a) Step 1: Firstly you should know the aircraft you are flying, its
performance capabilities and the equipment on board.
(b) Step 2: You know your departure airfield. Now you should
know which is your destination airfield. Check whether your
destination airfield is capable of accommodating your aircraft in
terms of runway length, LCN, and fuel availability etc. This can be
done by looking at the FLIP part-II and the airport directory
available in the Jeppesen glossary. You can also ascertain the airfield
watch hours and plan your departure time accordingly.
(c) Step 3: Having done this, you should move to the weather
briefing. After all, if the weathers too bad you wont go. Remember,
an instrument ticket is not license to fly in any and all weather.
Rather, it is proof that youve been taught to recognize
Airfield
:
Rwy 05/23
:
Rwy 12/30
:
Fuel availability :
Airfield watch hours:
Destination Airfield
:
Rwy 10/28
:
Rwy 09/27
:
Fuel availability :
Airfield watch hours:
Tambaram
Length 4763 ft, PCN 26
Length 5853 ft, PCN 28
ATF
Sunrise to sunset (except on
Sundays / Holidays)
Delhi, Palam
Length 12500 ft, PCN 55
Length 9220 ft, PCN 45
All grades
24 hrs
(c) Step 3: Find out your departure airfield weather trend and enroute weather.
(d)
circle. You know that Delhi is in the general North, North westerly
direction from Chennai. You can see that White-20 route is available
till Hyderabad and beyond. You also have White-19 from
Hyderabad going in a northerly direction towards reporting point
NINAT via Vikarabad NDB and Bidar NDB. To continue further
lets now go to ME (H/L) series 10. As you saw in the previous
chart, White-19 is going towards reporting point NINAT and
White-20 is towards TAMID. Both these points are close to
Nagpur. So in ME (H/L) series 10 chart, open the chart and locate
Nagpur on the zigdex. Nagpur is on panel 7. So now open the
chart at panel 7. You can see that White-19 and White-20 are
meeting at Bhopal. From Bhopal as you can see, that there are two
routes emanating in a northerly direction.We will proceed to ME
(H/L) series 8 chart. Open the chart at panel numbers 7 and 6
to get the complete route from Bhopal to Delhi. You can see that
White-19 is terminating at Bhopal however White-20 continues till
Delhi. However White-20 from Bhopal to Delhi is a one way ATS
route towards Delhi. So now you have the option of following either
White-20 right from Chennai to Delhi or White-20 from Chennai to
Hyderabad and then White-19 from Hyderabad till Bhopal and once
again White-20 from Bhopal till Delhi.
(g)
IInd Routing :
White 20
White 19
White 20N
285 nm
356 nm
318 nm
959 nm
285 nm
34 nm
41 nm
323 nm
318 nm
1001 nm
kgs per hour. Therefore you would require around 4270 kgs of fuel
just for flying from Chennai to Delhi. But since you have to plan for
destination alternate, the most suitable diversion would be either
Chandigarh or Agra. Let us take Agra as our destination alternate
since it is a better option because you would be flying abeam Agra
before reaching Delhi and by then it would be possible to find out
Delhis latest weather and other information pertaining to the airfield
and it would be easier to make a decision whether to continue till
Delhi and then direct to Agra if required or direct to Agra before
itself, which would mean lesser time in air and landing with
sufficient fuel. From ME (H/L) series 9 chart it can be seen that the
ATS route from Delhi to Agra is White-33 S, the minimum flight
level being FL 75 and the distance being 106 nm. So if your were
to divert to Agra from over head Delhi, you would take
approximately 23 minutes at an average TAS of 270 knots and
would consume approximately another 570 kgs of fuel. So now you
would actually require 4770 kgs of fuel. Now remember that fuel is
consumed during start-up and taxy. In the AN 32 it is taken as 225
kgs. Also you would have to carry out an instrument approach at
Delhi. Since it is an IFR flight. This instrument approach would
require around 330 kgs of fuel more. So now the total fuel
requirement comes to 5325 kgs. The AN-32 is capable of carrying
5330 kg. So you can go ahead with this flight plan. No, you cannot
go ahead, because this is the bare minimum fuel required. There has
to be a safety factor, for which the fuel calculation are done as
below: (aa)
(ab)
(ac)
(ad)
(ae)
CONCLUSION
49. We have gone through in brief as to what are Jeppesen en-route,
approach, airport and SID charts and how to use them and understand what
various symbols printed on them mean. We have also seen as to how to go
about planning a flight using the information available on the en-route
charts. The subject of Jeppesen chart usage is as such very vast and there
are a lot many more minute details and definitions of various terms that are
available in the Jeppesen glossary.
50. While using Jeppesen charts, remember to keep abreast of all
changes that may occur in the symbols used on the charts. Try not to use
obsolete and outdated charts. Keep a check on all relevant NOTAMS. Do
thoroughly study every current approach chart for every airport you would
be using as a destination or alternate. If possible, you should use a
highlighter to mark salient features such as minimums for your category of
aircraft, the missed approach procedure and other important data. Do get
the latest weather before initiating an approach to ascertain whether or not
the airport is above your minimums. It will also give you an idea of what
to expect when you break off at your minima. Use every bit of functioning
navigational equipment you have on board. It wont do you a bit of good if
you suddenly need it and it has to warm up. Dont descend below your
MDA or DA unless you actually see the runway or approach lights and is
in a position to make a landing.
51. With this knowledge of Jeppesen charts, and the above guidelines,
IFR flights are easy to plan and execute. So happy IFR flying.