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an example of an airport where a SID was created strictly
for noise abatement purposes as noted in the departure
procedure. [Figure 2-34 on page 2-36] Typically, noise
restrictions are incorporated into the main body of the
SID. These types of restrictions require higher departure
altitudes, larger climb gradients, reduced airspeeds, and
turns to avoid specific areas.
Noise restrictions may also be evident during a radar
departure. ATC may require you to turn away from your
intended course or vector you around a particular area.
While these restrictions may seem burdensome, it is
important to remember that it is your duty to comply
with written and spoken requests from ATC.
Additionally, when required, departure instructions specify the actual heading to be flown after takeoff, as is the
case in figure 2-34 under the departure route description,
“Climb via heading 112 degrees...” Some existing procedures specify, “Climb runway heading.” Over time, both
of these departure instructions will be updated to read,
“Climb heading 112 degrees....” Runway Heading is the
magnetic direction that corresponds with the runway centerline extended (charted on the AIRPORT DIAGRAM),
not the numbers painted on the runway. Pilots cleared to
“fly or maintain runway heading” are expected to fly or
maintain the published heading that corresponds with the
extended centerline of the departure runway (until otherwise instructed by ATC), and are not to apply drift correction; e.g. RWY 11, actual magnetic heading of the runway
centerline 112.2 degrees, “fly heading 112 degrees”. In
the event of parallel departures this prevents a loss of separation caused by only one aircraft applying a wind drift.
Figure 2-33. Diverse Vector Area Establishment Criteria.
3 NM
MVA
40:1 Diverse Departure Criteria
is used to identify obstacles
in the departure path.
DVAs allow for the maneuvering
of aircraft below the established
MVA for a particular airport
2-36
Figure 2-34. Noise Abatement SIDs.
3-1
The en route phase of flight has seen some of the most
dramatic improvements in the way pilots navigate
from departure to destination. Developments in technology have played a significant role in most of these
improvements. Computerized avionics and advanced
navigation systems are commonplace in both general
and commercial aviation.
The procedures employed in the en route phase of flight
are governed by a set of specific flight standards established by Title 14 of the Code of Federal Regulations
(14 CFR), Federal Aviation Administration (FAA)
Order 8260.3, United States Standard for Terminal
Instrument Procedures (TERPS), and related publications. These standards establish courses to be flown,
obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements.
For the purposes of this discussion, the en route phase of
flight is defined as that segment of flight from the termination point of a departure procedure to the origination
point of an arrival procedure.
EN ROUTE NAVIGATION
Part 91.181 is the basis for the course to be flown. To
operate an aircraft within controlled airspace under
instrument flight rules (IFR), pilots must either fly
along the centerline when on a Federal airway or, on
routes other than Federal airways, along the direct
course between navigational aids or fixes defining the
route. The regulation allows maneuvering to pass well
clear of other air traffic or, if in visual flight rules
(VFR) conditions, to clear the flight path both before
and during climb or descent.
En route IFR navigation is evolving from the ground
based navigational aid (NAVAID) airway system to a
sophisticated satellite and computer-based system that
can generate courses to suit the operational requirements of almost any flight. Although the promise of
the new navigation systems is immense, the present
system of navigation serves a valuable function and is
expected to remain for a number of years.
The procedures pilots employ in the en route phase of
flight take place in the structure of the National
Airspace System (NAS) consisting of three strata. The
first, or lower stratum is an airway structure that
extends from the base of controlled airspace up to but
not including 18,000 feet mean sea level (MSL). The
second stratum is an area containing identifiable jet
routes as opposed to designated airways, and extends
from 18,000 feet MSL to Flight Level (FL) 450. The
third stratum, above FL 450 is intended for random,
point-to-point navigation.
　
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