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4 degrees until a width of 40 nm is
reached at 280 nm out, at which
point it remains constant.
For NDBs, the corridor starts 5 nm
either side, diverging at 7 degrees
until a width of 20 nm is reached at
40 nm out, remaining constant
between 40-80 nm out, thereafter
diverging at 7 degrees until 60 nm
wide at 245 nm, then remaining
constant.
In Canada, VHF airways (i.e. defined
by VORs) are 4 nm wide either side
of the centreline, increasing where
4.5 degree lines cross the width. For
LF/MF airways, using NDBs,
substitute 4.34 and 5 degrees.
Minimum Off-Route Altitude (MORA)
This is a minimum altitude calculated
from the highest ground or obstacle
in every Lat/Long square on the
map, plus 1000 ft up to and
including 6000 ft, or 2000 ft above
that. You must enter MORA figures
in the Nav Log, both as a reminder,
and so they can get you at the Board
of Inquiry. When in IMC en route you
should not fly below MORA until
your position is established on an
approved procedure, after which you
must stick to the minimum altitudes.
Mininum Enroute Altitude
Found in Canada, and similar to
MOCA, but guarantees navaid
reception, so is higher.
Minimum Sector Altitude
Found on approach plates, based on
a 25nm circle round a navaid, for the
procedure turn, giving you 1000 feet
above the highest obstacle.
Allowance for Wind Speed
Within 20 nm of ground over 2000'
amsl, increase the standard
MOCA/MORA by:
Elevation
(feet)
0–30
Kts
31–50
Kts
51–70
Kts
+ 70
Kts
2000–8000 + 500 +1000 +1500 +2000
+ 8000 +1000 +1500 +2000 +2500
This is because the venturi effect
over a ridge makes the altimeter
misread, as well as causing
turbulence and standing waves. A
combination of all this, plus
temperature errors (see below), can
result in an altimeter overreading by
as much as 3000 feet.
Temperature Correction
When the surface temperature is well
below ISA, correct MSAs by:
Operational Procedures 53
Surface Temperature (ISA) Correction to
MOCA/MORA
–16°C to –30°C + 10%
–31°C to –50°C + 20%
–51°C or below + 25%
Note: In the discussions that follow, I will assume
you're not going to land at any aerodrome or
heliport unable to take your aircraft in terms of
weather or performance (always allowing for ice
systems), that you're not going to run engines
outside their rated limits, and you can come to a
complete stop using normal procedures, so the
term suitable aerodrome or landing point will do
as shorthand, instead of repeating it over and
over. I will also assume that the weather remains
as expected, and that weight limits will not be
exceeded (common sense, really).
Aeroplanes
Single-engined
If the engine fails, you should be
able to continue the flight above
MOCA/MORA to 1000 feet above
a suitable landing point.
Multi-Engined
If an engine fails, you must be able
to continue to a suitable landing
point, maintaining at least the MSA
with a positive gradient of climb at a
particular height above it, which
depends on your aircraft's
performance (see below). Some
aircraft, of course, can't maintain
much height with one engine out, let
alone two or more, and there will be
charts in the Flight Manual to
indicate your expected rate of
descent with respect to weight and
temperature, etc. Drift Down, as it's
called, is discussed further under
Performance, where you will also find
definitions explained. For (JAR)
performance purposes, aeroplanes
come in three classes:
·  Class A. All multi-engined
turbojets and turboprops
capable of carrying more than 9
passengers, or are heavier than
5700 kg. A turboprop lighter
than this may use Class B.
·  Class B. Propeller-driven
aeroplanes capable of carrying
less than 9 passengers, and
lighter than 5700 kg.
·  Class C. Piston-engined
aeroplanes capable of carrying
more than 9 passengers, or
heavier than 5700 kg.
Class A
One Engine Inoperative En-Route
Net Flight Path
If one engine fails, you must be
able to maintain a positive net
flight path (that is, be able to
climb, however slowly) at least
1000 feet above all ground and
obstructions (and clear them
vertically by at least 2000 feet)
within 5 nm (9.3 km) of the
　
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