INTRODUCTION
This Chart User's Guide is an introduction to the Federal Aviation Administration's (FAA) aeronautical charts and publications. It is useful to new pilots as a learning aid, and to experienced pilots as a quick reference guide.
The FAA publishes charts for each stage of Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) air navigation including training, planning, and departures, enroute (for low and high altitudes), approaches, and taxiing charts. For Procurement, contact an Authorized FAA Chart Sales Agent - visit our Chart Agent Locator. For digital products, visit Online Ordering.
The FAA Aeronautical Information Manual (AIM) Pilot/Controller Glossary defines in detail, all terms and abbreviations used throughout this publication. Unless otherwise indicated, miles are nautical miles (NM), altitudes indicate feet above Mean Sea Level (MSL), and times used are Coordinated Universal Time (UTC).
The Notices to Airmen Publication (NOTAM) includes current Flight Data Center (FDC) NOTAMs. NOTAMs alert pilots of new regulatory requirements and reflect changes to Standard Instrument Approach Procedures (SIAPs), flight restrictions, and aeronautical chart revisions. This publication is prepared every 28 days by the FAA, and is available by subscription from the Government Printing Office.
In addition to NOTAMs, the Chart Supplement and the Safety Alerts/Charting Notices page of the Aeronautical Information Services website are also useful to pilots.
KEEP YOUR CHARTS CURRENT
Aeronautical information changes rapidly, so it is important that pilots check the effective dates on each aeronautical chart and publication. To avoid danger, it is important to always use current editions and discard obsolete charts and publications.
To confirm that a chart or publication is current, refer to the next scheduled edition date printed on the cover. Pilots should also check Aeronautical Chart Bulletins and NOTAMs for important updates between chart and publication cycles that are essential for safe flight.
All information in this guide is effective through September 2013. All graphics used in this guide are for educational purposes. Please do not use them for flight navigation.
REPORTING CHART DISCREPANCIES
Your experience as a pilot is valuable and your feedback is important. We make every effort to display accurate information on all FAA charts and publications, so we appreciate your input. Please notify us concerning any requests for changes, or potential discrepancies you see while using our charts and related products.
FAA, Aeronautical Information Services
Customer Operations Team
1305 East-West Highway
SSMC4 Suite 4400
Silver Spring, MD 20910-3281
Telephone Toll-Free 1-800-638-8972
E-mail: 9-AMC-Aerochart@faa.gov
For reference purposes the 12th Edition of the Aeronautical Chart User's Guide is available in a PDF format for download. Due to the large file size we recommend that you use a broadband internet connection to reduce the download time.
Warning: Some dial-up internet service providers may time out while downloading large files.
Aeronautical Chart User's Guide (PDF, 22.2 MB)
EXPLANATION OF VFR TERMS AND SYMBOLS
This chapter covers the Sectional Aeronautical Chart (Sectional). These charts include the most current data at a scale of (1:500,000) which is large enough to be read easily by pilots flying by sight under Visual Flight Rules. Sectionals are named after a major city within its area of coverage.
The chart legend includes aeronautical symbols and information about drainage, terrain, the contour of the land, and elevation. You can learn to identify aeronautical, topographical, and obstruction symbols (such as radio and television towers) by using the legend.
A brief description next to a small black square indicates the exact location for many of the landmarks easily recognized from the air, such as stadiums, pumping stations, refineries, etc. A small black open circle with descriptive type indicates oil, gas or water wells. A small black circle with descriptive type indicates water, oil or gas tanks. The scale for some items may be increased to make them easier to read on the chart.
Aeronautical Information Services' charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee (IACC) and are approved by representatives of the Federal Aviation Administration (FAA) and the Department of Defense (DoD).
WATER FEATURES (HYDROGRAPHY)
Water features are depicted using two tones of blue, and are considered either "Open Water" or "Inland Water." "Open Water," a lighter blue tone, shows the shoreline limitations of all coastal water features at the average (mean) high water levels for oceans and seas. Light blue also represents the connecting waters like bays, gulfs, sounds and large estuaries.
Exceptionally large lakes like the Great Lakes, Great Salt Lake, and Lake Okeechobee, etc., are considered Open Water features. The Open Water tone extends inland as far as necessary to adjoin the darker blue "Inland Water" tones. All other bodies of water are marked as "Inland Water" in the darker blue tone.
LAND FEATURES (TERRAIN) AND OBSTRUCTIONS
The elevation and configuration of the Earth's surface is important to pilots. Our Aeronautical Information Specialists are devoted to showing the contour of the earth and any obstructions clearly and accurately on our charts. We use five different techniques: contour lines, shaded relief, color tints, obstruction symbols, and Maximum Elevation Figures (MEF).
1. Contour lines join points of equal elevation. On Sectionals, basic contours are spaced at 500' intervals. Intermediate contours are typically at 250' intervals in moderately level or gently rolling areas. Auxiliary contours at 50', 100', 125', or 150' intervals occasionally show smaller relief features in areas of relatively low relief. The pattern of these lines and their spacing gives the pilot a visual concept of the terrain. Widely spaced contours represent gentle slopes, while closely spaced contours represent steep slopes.
2. Shaded relief shows how terrain may appear from the air. Shadows are shown as if light is coming from the northwest, because studies have shown that our visual perception has been conditioned to this view.
3. Different color tints show bands of elevation relative to sea level. These colors range from light green for the lower elevations, to dark brown for the higher elevations.
4. Obstruction symbols show man made vertical features that could affect safe navigation. FAA's Aeronautical Information Management (AIM) maintains a database of over 1,200,000 obstacles in the United States, Canada, the Caribbean, Mexico and U.S. Pacific Island Territories. Aeronautical Specialists evaluate each obstacle based on charting specifications before adding it to a visual chart. When a Specialist is not able to verify the position or elevation of an obstacle, it is marked UC, meaning it is "under construction" or being reported, but has not been verified.
The FAA uses a Digital Obstacle File (DOF) to collect and disseminate data. Because land and obstructions frequently change, the source data on obstructions and terrain is occasionally incomplete or not accurate enough for use in aeronautical publications. For example, when the FAA receives notification about an obstruction, and there is insufficient detail to determine its position and elevation, the FAA Flight Edit Program conducts an investigation.
The Flight Edit crew visually verifies the cultural, topographic, and obstacle data. Charts are generally flight-checked every four years. This review includes checking for any obstruction that has been recently built, altered, or dismantled without proper notification.
Sectional Charts and Terminal Area Charts (TACs) typically show manmade obstacles extending more than 200' Above Ground Level (AGL), or more than 299' AGL in yellow city tint. Features considered to be hazardous obstacles to low-level flight are; smokestacks, tanks, factories, lookout towers, and antennas, etc. On World Aeronautical Charts (WACs) only those obstacles at 500' AGL and higher are charted.
Manmade features used by FAA Air Traffic Control as checkpoints use a graphic symbol shown in black with the required elevation data in blue. The elevation of the top of the obstacle above Mean Sea Level (MSL) and the height of the structure (AGL) is also indicated (when known or can be reliably determined by a Specialist). The AGL height is in parentheses below the MSL elevation. In extremely congested areas, the FAA typically omits the AGL values to avoid confusion.
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Whenever possible, the FAA depicts specific obstacles on charts. However, in high-density areas like city complexes, only the highest obstacle is represented on the chart using the group obstacle symbol to maximize legibility. |
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Obstacles under construction are indicated by placing the letters UC next to the obstacle type. |
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Obstacles with high-intensity strobe lighting systems may operate part-time or by proximity activation and are shown as follows: |
5. The Maximum Elevation Figure (MEF) represents the highest elevation within a quadrant, including terrain and other vertical obstacles (towers, trees, etc.). A quadrant on Sectionals is the area bounded by ticked lines dividing each 30 minutes of latitude and each 30 minutes of longitude. MEF figures are rounded up to the nearest 100' value and the last two digits of the number are not shown.
MEFs over land and open water areas are used in areas containing manmade obstacles such as oil rigs.
In the determination of MEFs, the FAA uses extreme care to calculate the values based on the existing elevation data shown on source material. Aeronautical Information Specialists use the following procedure to calculate MEFs:
When a manmade obstacle is more than 200' above the highest terrain within the quadrant:
| 1. Determine the elevation of the top of the obstacle above MSL. 2. Add the possible vertical error of the source material to the above figure (100' or 1/2 contour interval when interval on source exceeds 200'. U.S. Geological Survey Quadrangle Maps with contour intervals as small as 10' are normally used). 3. Round the resultant figure up to the next higher hundred-foot level. |
When a natural terrain feature or natural vertical obstacle (e.g. a tree) is the highest feature within the quadrangle:
| 1. Determine the elevation of the feature. 2. Add the possible vertical error of the source to the above figure (100' or 1/2 the contour interval when interval on source exceeds 200'). 3. Add a 200' allowance for uncharted natural or manmade obstacles. Chart specifications don't require the portrayal of obstacles below minimum height. 4. Round the figure up to the next higher hundred-foot level. |
Pilots should be aware that while the MEF is based on the best information available to the Specialist, the figures are not verified by field surveys. Also, users should consult the Aeronautical Chart Bulletin in the Chart Supplement or Aeronautical Information Services website to ensure that your chart has the latest MEF data available.
RADIO AIDS TO NAVIGATION
On VFR Charts, information about radio aids to navigation (NAVAID)
is boxed, as illustrated. Duplication of data is avoided. When two or more radio aids in a general area have the same name with different frequencies, Tactical Air Navigation (TACAN) channel numbers, or identification letters, and no misinterpretation can result, the name of the radio aid may be indicated only once within the identification box. Very High Frequency/Ultra High Frequency (VHF/UHF) Navigation Aid (NAVAID) names and identification boxes (shown in blue) take precedence. Only those items that differ (e.g., frequency, Morse Code) are repeated in the box in the appropriate color. The choice of separate or combined boxes is made in each case on the basis of economy of space and clear identification of the radio aids.
A NAVAID that is physically located on an airport may not always be represented as a typical NAVAID symbol. A small open circle indicates the NAVAID location when collocated with an airport icon.
The type of NAVAID will be identified by: "VOR," (VHF Omni-Directional Range) "VORTAC" (VOR Tactical Aircraft Control) or "VOR-DME," (VOR-Distance Measuring Equipment) positioned on and breaking the top line of the NAVAID box.
AIRPORTS
Airports in the following categories are charted as indicated (additional symbols are shown later in this Section).
Hard-surfaced U.S. military runways are depicted like public-use airports. They are identified by abbreviations such as: AAF (Army Air Field), AFB (Air Force Base), MCAS (Marine Corps Air Station), NAS (Naval Air Station), NAF (Naval Air Facility), NAAS (Naval Auxiliary Air Station), etc.
Canadian military airports are identified by the abbreviation DND (Department of National Defense).
Airports are plotted in their true geographic position unless the symbol conflicts with a NAVAID at the same location. In such cases, the airport symbol will be displaced, but the relationship between the airport and the NAVAID will be retained.
Airports are identified by their designated name. Generic parts of long airport names (such as "airport," "field," or "municipal") and the first names of persons are commonly omitted unless they are needed to distinguish one airport from another with a similar name.
The figure at right illustrates the coded data that is provided along with the airport name.
The elevation of an airport is the highest point on the usable portion of the landing areas. Runway length is the length of the longest active runway, including displaced thresholds and excluding overruns. Runway length is shown to the nearest 100', using 70 as the rounding point; a runway 8070' in length is charted as 81, while a runway 8069' in length is charted as 80. If a seaplane base is collocated with an airport, there will be additional seaplane base water information listed for the elevation, lighting and runway.
Airports with Control Towers (CT) and their related data are shown in blue. All other airports and their related data are shown in magenta. The 
symbol indicates that runway lights are on from dusk to dawn. A
indicates that the pilot must consult the Chart Supplement to determine runway lighting limitations, such as: available on request (by radio-call, letter, phone, etc), part-time lighting, or pilot/airport controlled lighting. Lighting codes refer to runway edge lights. The lighted runway may not be the longest runway available, and lights may not be illuminated along the full length of the runway. The Chart Supplement has a detailed description of airport and air navigation lighting aids for each airport. A dash represents no runway edge lights.
The symbol 
indicates the existence of a rotating or flashing airport beacon operating from dusk to dawn. The Aeronautical Information Manual (AIM) thoroughly explains the types and uses of airport lighting aids.
Right traffic information is shown using the abbreviation 'RP' for right pattern, followed by the appropriate runway number(s) (RP 18). Special conditions or restrictions to the right pattern are indicated by the use of an asterisk (RP*) to direct the pilot to the Chart Supplement for special instructions and/or restrictions.
An airport with an objectionable airspace will be labeled as such, "OBJECTIONABLE." This airport may adversely affect airspace use. FAA Airports Offices are responsible for airspace determinations and follow FAA Order 7400.2. If an airport owner or chart user wishes to challenge the objectionable status, he or she should contact their FAA Regional Airports Office.
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CONTROLLED AIRSPACE
Controlled airspace consists of those areas where some or all aircraft may be subject to air traffic control, such as: Class A, Class B, Class C, Class D, Class E Surface (SFC) and Class E Airspace.
Class A Airspace within the United States extends from 18,000' up to 60,000' MSL. While visual charts do not depict Class A, it is important to note its existence.
Class B Airspace is shown in abbreviated form on the World Aeronautical Chart (WAC).
The Sectional Aeronautical Chart (Sectional) and Terminal Area Chart (TAC) show Class B in greater detail. The MSL ceiling and floor altitudes of each sector are shown in solid blue figures with the last two zeros omitted. Floors extending "upward from above" a certain altitude are preceded by a (+). Operations at and below these altitudes are outside of Class B Airspace. Radials and arcs used to define Class B are prominently shown on TACs. Detailed rules and requirements associated with the particular Class B are shown. The name by which the Class B is shown as 
for example.
Class C Airspace is shown in abbreviated form on WACs. Sectionals and TACs show Class C in greater detail. The MSL ceiling and floor altitudes of each sector are shown in solid magenta figures with the last two zeros eliminated.
The figure at left identifies a sector that extends from the surface to the base of the Class B.
Class C Airspace is identified by name: 
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Separate notes, enclosed in magenta boxes, give the approach control frequencies to be used by arriving VFR aircraft to establish two-way radio communication before entering the Class C (generally within 20 NM):
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Class D Airspace is identified with a blue dashed line. Class D operating less than continuous is indicated by the following note:
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Ceilings of Class D are shown as follows: 
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A minus in front of the figure is used to indicate "from surface to, but not including..."
Class E Surface (SFC) Airspace is symbolized with a magenta dashed line. Class E (SFC) operating less than continuous is indicated by the following note:
.
Class E Airspace exists at 1200' AGL unless designated otherwise. The lateral and vertical limits of all Class E, (up to, but not including 18,000') are shown by narrow bands of vignette on Sectionals and TACs.
Controlled airspace floors of 700' above the ground are defined by a magenta vignette; floors other than 700' that laterally abut uncontrolled airspace (Class G) are defined by a blue vignette; differing floors greater than 700' above the ground are annotated by a symbol and a number indicating the floor.
If the ceiling is less than 18,000' MSL, the value (preceded by the word "ceiling") is shown along the limits of the controlled airspace. These limits are shown with the same symbol indicated above.
UNCONTROLLED AIRSPACE
Class G Airspace within the United States extends up to 14,500' Mean Sea Level. At and above this altitude is Class E, excluding the airspace less than 1500' above the terrain and certain special use airspace areas.
SPECIAL USE AIRSPACE
Special Use Airspace (SUA) confines certain flight activities and restricts entry, or cautions other aircraft operating within specific boundaries. Except for Controlled Firing Areas, SUA areas are depicted on VFR Charts. Controlled Firing Areas are not charted because their activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. Nonparticipating aircraft are not required to change their flight paths. SUA areas are shown in their entirety (within the limits of the chart), even when they overlap, adjoin, or when an area is designated within another area. The areas are identified by type and identifying name/number, and are positioned either within or immediately adjacent to the area.
OTHER AIRSPACE AREAS
Mode C Required Airspace (from the surface to 10,000' MSL) within a 30 NM radius of the primary airport(s) for which a Class B is designated, is depicted by a solid magenta line.
Mode C is required, but not depicted for operations within and above all Class C up to 10,000' MSL. Enroute Mode C requirements (at and above 10,000' MSL except in airspace at and below 2500' AGL) are not depicted. See FAR 91.215 and the AIM.
FAR 93 Airports and heliports under Federal Aviation Regulation 93 (FAR 93), (Special Air Traffic Rules and Airport Traffic Patterns), are shown by "boxing" the airport name.
FAR 91 Airports where fixed wing special visual flight rules operations are prohibited (FAR 91) are shown with the type "NO SVFR" above the airport name.
National Security Areas indicated with a broken magenta line The Washington DC Flight Restricted Zone (FRZ) is related to National Security. It is depicted using the Prohibited/Restricted/Warning Area symbology Temporary Flight Restriction (TFR) Areas Relating to National Security are indicated with a broken blue line
There are IFR (IR) and VFR (VR) routes as follows: Route identification:
a. Routes at or below 1500' AGL (with no segment above 1500') are identified by four-digit numbers; e.g., VR1007, etc. These routes are generally developed for flight under Visual Flight Rules.
b. Routes above 1500' AGL (some segments of these routes may be below 1500') are identified by three or fewer digit numbers; e.g., IR21, VR302, etc. These routes are developed for flight under Instrument Flight Rules.
MTRs can vary in width from 4 to 16 miles. Detailed route width information is available in the Flight Information Publication (FLIP) AP/1B (a Department of Defense publication), or through the 56 Day NASR Subscription from the National Flight Data Center (NFDC).
TAC coverage is shown on appropriate Sectionals by a 1/4" masked line as indicated below.
Inset coverage is shown on appropriate Sectionals by a 1/8" masked line as indicated below. A note to this effect appears near the masked boundary line.
Airport Tower Communications are provided in a columnized tabulation for all tower-controlled airports that appear on the respective chart. Airport names are listed alphabetically. If the airport is military, the type of airfield, e.g., AAF, AFB, NAS, is shown after the airfield name. In addition to the airport name, tower operating hours, primary Very High Frequency/Ultra High Frequency (VHF/UHF) local Control Tower (CT), Ground Control (GND CON), and Automatic Terminal Information Service (ATIS) frequencies, when available, will be given. An asterisk (*) indicates that the part-time tower frequency is remoted to a collocated full-time Flight Service Station (FSS) for use as Airport Advisory Service (AAS) when the tower is closed. Airport Surveillance Radar (ASR) and/or Precision Approach Radar (PAR) procedures are listed when available.
and Special Flight Rules Areas (SFRAs) indicated with the following symbol: 
, consist of airspace with defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots should avoid flying through these depicted areas. When necessary, flight may be temporarily prohibited.
and is located within the SFRA. It is defined as the airspace within approximately a 13 to 15 NM radius of the DCA VOR-DME. Additional requirements are levied upon aviators requesting access to operate inside the National Capital Region.
. A Temporary Flight Restriction (TFR) is a type of Notice to Airmen (NOTAM). A TFR defines an area where air travel is restricted due to a hazardous condition, a special event, or a general warning for the entire airspace. The text of the actual TFR contains the fine points of the restriction. It is important to note that only TFRs relating to National Security are charted.
Air Defense Identification Zones (ADIZs) are symbolized using the ADIZ symbol: 
. As defined in Code of Federal Regulations 14 (CFR 14) Part 99, an ADIZ is an area in which the ready identification, location, and control of all aircraft is required in the interest of national security. ADIZ boundaries include Alaska, Canada and the Contiguous U.S.
Terminal Radar Service Areas (TRSAs) are shown in their entirety, symbolized by a screened black outline of the entire area including the various sectors within the area 
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The outer limit of the entire TRSA is a continuous screened black line. The various sectors within the TRSA are symbolized by narrower screened black lines.
Each sector altitude is identified in solid black color by the MSL ceiling and floor values of the respective sector, eliminating the last two zeros. A leader line is used when the altitude values must be positioned outside the respective sectors because of charting space limitations. The TRSA name is shown near the north position of the TRSA as follows: 
. Associated frequencies are listed in a table on the chart border.
Military Training Routes (MTRs) are shown on Sectionals and TACs. They are identified by the route designator: 
. Route designators are shown in solid black on the route centerline, positioned along the route for continuity. The designator IR or VR is not repeated when two or more routes are established over the same airspace, e.g., IR201-205-227. Routes numbered 001 to 099 are shown as IR1 or VR99, eliminating the initial zeros. Direction of flight along the route is indicated by small arrowheads adjacent to and in conjunction with each route designator.
The following note appears on Sectionals and TACs covering the conterminous United States.
Special Military Activity areas are indicated on Sectionals by a boxed note in black type. The note contains radio frequency information for obtaining area activity status.
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TERMINAL AREA CHART (TAC) COVERAGE
Within this area pilots should use TACs, which provide greater detail. A note indicating that the area is on the TAC appears near the masked boundary line.
INSET COVERAGE
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CHART TABULATIONS
Approach Control Communications are provided in a columnized tabulation listing Class B, Class C, Terminal Radar Service Areas (TRSA) and Selected Approach Control Facilities when available. Primary VHF/UHF frequencies are provided for each facility. Sectorization occurs when more than one frequency exists and/or is approach direction dependent. Availability of service hours is also provided.
Special Use Airspace (SUA): Prohibited, Restricted and Warning Areas are presented in blue and listed numerically for U.S. and other countries. Restricted, Danger and Advisory Areas outside the U.S. are tabulated separately in blue. A tabulation of Alert Areas (listed numerically) and Military Operations Areas (MOA) (listed alphabetically) appear on the chart in magenta. All are supplemented with altitude, time of use and the controlling agency/contact facility, and its frequency when available. The controlling agency will be shown when the contact facility and frequency data is unavailable.
- Airports
- Radio Aids to Navigation
- Airspace Information
- Navigational and Procedural Information
- Chart Limits
- Culture
- Hydrography
- Relief
- Airports
- Radio Aids to Navigation
- Airspace Information
- Navigational and Procedural Information
- Culture
- Hydrography
- Relief
VFR AERONAUTICAL CHARTS
HELICOPTER ROUTE CHARTS
- Airports
- Radio Aids to Navigation
- Airspace Information
- Navigational and Procedural Information
- Culture
- Hydrography
- Relief
- VFR Airspace Classes
VFR FLYWAY PLANNING CHARTS
VFR AIRSPACE CLASSES
GENERAL INFORMATION
Symbols shown are for World Aeronautical Charts (WACs), Sectional Aeronautical Charts (Sectionals), Terminal Area Charts (TACs), VFR Flyway Planning Charts and Helicopter Route Charts. When a symbol is different on any VFR chart series, it will be annotated, e.g., "WAC" or "Not shown on WAC."
VFR AERONAUTICAL CHARTS
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Topographic Information
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VFR FLYWAY PLANNING CHARTS
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Topographic Information
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U.S. Airspace depiction as shown on Visual Aeronautical Charts
Excerpt from Detroit Sectional Chart
EXPLANATION OF IFR TERMS AND SYMBOLS
FAA charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee (IACC), and are approved by representatives of the Federal Aviation Administration and the Department of Defense (DoD). Some information on these charts may only apply to military pilots.
The explanations of symbols used on Instrument Flight Rule (IFR) Charts and examples in this section are based primarily on the IFR Enroute Low Altitude Charts. Other IFR products use similar symbols in various colors. The chart legends portray aeronautical symbols with a brief description of what each symbol depicts. This section provides more details of the symbols and how they are used on IFR charts.
AIRPORTS
Active airports with hard-surfaced runways of 3,000' or longer are shown on IFR Enroute Low Altitude Charts - U.S. for the contiguous United States. Airports with hard or soft runways of 3,000' or longer are shown on IFR Enroute Low Altitude Charts - Alaska. Airports with hard-surfaced runways of 5,000' or longer are shown on IFR Enroute High Altitude Charts - U.S. for the contiguous United States. Airports with hard or soft runways of 4000' or longer are shown on IFR Enroute High Altitude Charts - Alaska. Public heliports with an Instrument Approach Procedure (IAP) or requested by the FAA or DoD are depicted on the IFR Enroute Low Altitude Charts. Seaplane bases requested by the FAA or DoD are depicted on the IFR Enroute Low Altitude Charts. Active airports with approved instrument approach procedures are also shown regardless of runway length or composition. On IFR Enroute Low Altitude Charts a tabulation, is provided which identifies airport names, IDs and the panels they are located on.
Charted airports are classified according to the following criteria:
Blue - Airports with an Instrument Approach Procedure and/or RADAR MINIMA published in the high altitude DoD Flight Information Publications (FLIPs)
Green - Airports which have an approved Instrument Approach Procedure and/or RADAR MINIMA published in either the U.S. Terminal Procedures Publications (TPPs) or the DoD FLIPs
Brown - Airports without a published Instrument Approach Procedure or RADAR MINIMA
Airports are plotted at their true geographic position, unless the symbol conflicts with a radio aid to navigation (NAVAID) at the same location. In such cases, the airport symbols are displaced. The relationship between the airport and the NAVAID is retained.
Airports are identified by the airport name. In the case of military airports, Air Force Base (AFB), Naval Air Station (NAS), Naval Air Facility (NAF), Marine Corps Air Station (MCAS), Army Air Field (AAF), etc., the abbreviated letters appear as part of the airport name.
Airports marked "Pvt" immediately following the airport name are not for public use, but otherwise meet the criteria for charting as specified above.
Runway length is the length of the longest active runway (including displaced thresholds but excluding overruns) and is shown to the nearest 100 feet using 70 feet as the division point; e.g., a runway of 8,070' is labeled 81. The following runway compositions (materials) constitute a hard-surfaced runway: asphalt, bitumen, chip seal, concrete, and tar macadam. Runways that are not hard-surfaced have a small letter "s" following the runway length, indicating a soft surface.
A 
symbol following the elevation under the airport name means that runway lights are in operation sunset to sunrise. A
symbol indicates there is Pilot Controlled Lighting. A 
symbol means the lighting is part-time or on request, the pilot should consult the Chart Supplement for light operating procedures. The Aeronautical Information Manual (AIM) thoroughly explains the types and uses of airport lighting aids.
RADIO AIDS TO NAVIGATION
All IFR radio NAVAIDs that have been flight checked and are operational are shown on all IFR Enroute Charts. Very High Frequency/Ultrahigh Frequency (VHF/UHF) NAVAIDs, Very high frequency Omnidirectional Radio range (VORs), Tactical Air Navigation (TACANs) are shown in black, and Low Frequency/Medium Frequency (LF/MF) NAVAIDs, (Compass Locators and Aeronautical or Marine NDBs) are shown in brown.
On IFR Enroute Charts, information about NAVAIDs is boxed as illustrated below. To avoid duplication of data, when two or more NAVAIDs in a general area have the same name, the name is usually printed only once inside an identification box with the frequencies, TACAN channel numbers, identification letters, or Morse Code Identifications of the different NAVAIDs are shown in appropriate colors.
NAVAIDS in a shutdown status have the frequency and channel number crosshatched. Use of the NAVAID status "shutdown" is only used when a facility has been decommissioned but cannot be published as such because of pending airspace actions.
CONTROLLED AIRSPACE
Controlled airspace consists of those areas where some or all aircraft are subjected to air traffic control within the following airspace classifications of A, B, C, D, & E.
Air Route Traffic Control Centers (ARTCC) are established to provide Air Traffic Control to aircraft operating on IFR flight plans within controlled airspace, particularly during the enroute phase of flight. Boundaries of the ARTCCs are shown in their entirety using the symbol below.
The responsible ARTCC Center names are shown adjacent and parallel to the boundary line.
ARTCC sector frequencies are shown in boxes outlined by the same symbol.
Class A Airspace is depicted as open area (white) on the IFR Enroute High Altitude Charts. It consists of airspace from 18,000 Mean Sea Level (MSL) to 60,000 MSL. In aviation terms those altitudes are written as FL 180 to FL 600, (18,000 MSL, is Flight Level (FL)180, 60,000 MSL, is FL 600.
Class B Airspace is depicted as screened blue area with a solid line encompassing the area.
Class C Airspace is depicted as screened blue area with a dashed line encompassing the area with a following the airport name.
Class B and Class C Airspace consist of controlled airspace extending upward from the surface or a designated floor to specified altitudes, within which all aircraft and pilots are subject to the operating rules and requirements specified in the Federal Aviation Regulations (FAR) 71. Class B and C Airspace are shown in abbreviated forms on IFR Enroute Low Altitude Charts. A general note adjacent to Class B airspace refers the user to the appropriate VFR Terminal Area Chart.Class D Airspace (airports with an operating control tower) are depicted as open area (white) with a following the airport name.
Class E Airspace is depicted as open area (white) on the IFR Enroute Low Altitude Charts. It consists of airspace below FL180.
UNCONTROLLED AIRSPACE
Class G Airspace within the United States extends to 14,500' MSL. This uncontrolled airspace is shown as screened brown.
On Area Charts any uncontrolled airspace boundaries are depicted with a .012" brown line and a .060" screen brown band on the uncontrolled side, so as to be seen over the terrain.
SPECIAL USE AIRSPACE
Special Use Airspace (SUA) confines certain flight activities, restricts entry, or cautions other aircraft operating within specific boundaries. SUA areas are shown in their entirety, even when they overlap, adjoin, or when an area is designated within another area. SUA with altitudes from the surface and above are shown on the IFR Enroute Low Altitude Charts. Similarly, SUA that extends above 18,000' MSL are shown on IFR Enroute High Altitude Charts. On IFR Enroute Altitude Charts tabulations, identify the type of SUA, ID, effective altitudes, times of use, controlling agency and the panel it is located on.
OTHER AIRSPACE
FAR 91 Special Air Traffic Rules are shown with the type NO SVFR above the airport name.
FAR 93 Special Airspace Traffic Rules are shown with a solid line box around the airport name, indicating
FAR 93 Special Requirements see Directory/Supplement.
Mode C Required Airspace (from the surface to 10,000' MSL) within 30 NM radius of the primary airport(s) for which a Class B airspace is designated, is depicted on IFR Enroute Low Altitude Charts as a blue circle labeled MODE C 30 NM.
Mode C is also required for operations within and above all Class C airspace up to 10,000' MSL, but not depicted. See FAR 91.215 and the AIM.
INSTRUMENT AIRWAYS
The FAA has established two fixed route systems for air navigation. The VOR and LF/MF system-designated from 1,200' Above Ground Level (AGL) to but not including FL 180 is shown on IFR Enroute Low Altitude Charts, and the Jet Route system designated from FL 180 to FL 450 inclusive is shown on IFR Enroute High Altitude Charts.
VOR LF/MF AIRWAY SYSTEM (IFR LOW ALTITUDE ENROUTE CHARTS)
In this system VOR airways - airways based on VOR or VORTAC NAVAIDs - are depicted in black and identified by a "V" (Victor) followed by the route number (e.g., "V12"). In Alaska and Canada, some segments of low-altitude airways are based on LF/MF NAVAIDs and are charted in brown instead of black. Routes from a UHF facility to a LF/MF facility change from black to brown at the midpoint.
LF/MF airways - airways based on LF/MF NAVAIDs - are sometimes called "colored airways" because they are identified by color name and number (e.g., "Amber One", charted as "A1"). In Alaska Green and Red airways are plotted east and west, and Amber and Blue airways are plotted north and south. Regardless of their color identifier, LF/MF airways are shown in brown in the contiguous U.S.
AIRWAY/ROUTE DATA
On both series of IFR Enroute Charts, airway/route data such as the airway identifications, magnetic courses bearings or radials, mileages, and altitudes (e.g., Minimum Enroute Altitude (MEA), Minimum Obstruction Clearance Altitude (MOCA), Maximum Authorized Altitude (MAA), are shown aligned with the airway.
As a rule the airway/route data is charted and in the same color as the airway, with one exception. Charted in blue, Global Navigation Satellite System (GNSS) MEAs, identified with a "G" suffix, have been added to "V" and "colored airways" for aircraft flying those airways using Global Positioning System (GPS) navigation.
Airways/Routes predicated on VOR or VORTAC NAVAIDs are defined by the outbound radial from the NAVAID. Airways/Routes predicated on LF/MF NAVAIDs are defined by the inbound bearing.
AREA NAVIGATION (RNAV) "T" ROUTE SYSTEM
The FAA has created new low altitude area navigation (RNAV) "T" routes for the enroute and terminal environments. The RNAV routes will provide more direct routing for IFR aircraft and enhance the safety and efficiency of the National Airspace System. To utilize these routes aircraft are required to be equipped with IFR approved GNSS. In Alaska, TSO-145a and 146a equipment is required.
Low altitude RNAV only routes are identified by the prefix "T", and the prefix "TK" for RNAV helicopter routes followed by a three digit number (T-200 to T-500). Routes are depicted in blue on the IFR Enroute Low Altitude Charts. RNAV route data (route line, identification boxes, mileages, waypoints, waypoint names, magnetic reference courses and MEAs) will also be printed in blue. Magnetic reference courses will be shown originating from a waypoint, fix/reporting point or NAVAID.
GNSS MEA for each segment is established to ensure obstacle clearance and communications reception. GNSS MEAs are identified with a "G" suffix.
Joint Victor/RNAV routes are charted as outlined above except as noted. The joint Victor route and the RNAV route identification boxes are shown adjacent to each other. Magnetic reference courses are not shown. MEAs are charted above the appropriate identification box or stacked in pairs, GNSS and Victor. On joint routes, RNAV specific information will be printed in blue.
OFF ROUTE OBSTRUCTION CLEARANCE ALTITUDE (OROCA)
The Off Route Obstruction Clearance Altitude (OROCA) is depicted on IFR Enroute Low Altitude and Pacific charts and is represented in thousands and hundreds of feet above MSL. OROCAs are shown in every 30 x 30 minute quadrant on Area Charts, every one degree by one degree quadrant for IFR Enroute Low Altitude Charts - U.S. and every two degree by two degree quadrant on IFR Enroute Low Altitude Charts - Alaska. The OROCA represents the highest possible obstruction elevation including both terrain and other vertical obstruction data (towers, trees, etc.) bounded by the ticked lines of latitude/longitude including data 4 NM outside the quadrant. In this example the OROCA represents 12,500 feet.
OROCA is computed just as the Maximum Elevation Figure (MEF) found on Visual Flight Rule (VFR) Charts except that it provides an additional vertical buffer of 1,000 feet in designated non-mountainous areas and a 2,000 foot vertical buffer in designated mountainous areas within the United States. For areas in Mexico and the Caribbean, located outside the U.S. Air Defense Identification Zone (ADIZ), the OROCA provides obstruction clearance with a 3,000 foot vertical buffer. Evaluating the area around the quadrant provides the chart user the same lateral clearance an airway provides should the line of intended flight follow a ticked line of latitude or longitude. OROCA does not provide for NAVAID signal coverage, communication coverage and would not be consistent with altitudes assigned by Air Traffic Control. OROCAs can be found over all land masses and open water areas containing man-made obstructions (such as oil rigs).
MILITARY TRAINING ROUTES (MTRs)
Military Training Routes (MTRs) are routes established for the conduct of low-altitude, high-speed military flight training (generally below 10,000 feet MSL at airspeeds in excess of 250 knots Indicated Air Speed). These routes are depicted in brown on IFR Enroute Low Altitude Charts, and are not shown on inset charts or on IFR Enroute High Altitude Charts. IFR Enroute Low Altitude Charts depict all IFR Military Training Routes (IRs) and VFR Military Training Routes (VRs), except those VRs that are entirely at or below 1,500 feet AGL.
MTRs are identified by designators (IR-107, VR-134) which are shown in brown on the route centerline. Arrows are shown to indicate the direction of flight along the route. The width of the route determines the width of the line that is plotted on the chart:
Route segments with a width of 5 NM or less, both sides of the centerline, are shown by a .02" line.
Route segments with a width greater than 5 NM, either or both sides of the centerline, are shown by a .035" line.
MTRs for particular chart pairs (ex. L1/2, etc.) are alphabetically, then numerically tabulated. The tabulation includes MTR type and unique identification and altitude range.
JET ROUTE SYSTEM (HIGH ALTITUDE ENROUTE CHARTS)
Jet routes are based on VOR or VORTAC NAVAIDs, and are depicted in black with a "J" identifier followed by the route number (e.g., "J12"). In Alaska, Russia and Canada some segments of jet routes are based on LF/MF NAVAIDs and are shown in brown instead of black. Routes from a UHF facility to a LF/MF facility change from black to brown at the midpoint.
AREA NAVIGATION (RNAV) "Q" ROUTE SYSTEM (IFR Enroute HIGH ALTITUDE CHARTS)
The FAA has adopted certain amendments to Title 14, Code of Federal Regulations which paved the way for the development of new area high altitude navigation (RNAV) "Q" routes in the U.S. National Airspace System (NAS). These amendments enable the FAA to take advantage of technological advancements in navigation systems such as the GPS. RNAV "Q" Route MEAs are shown when other than FL 180 MEAs for DME/DME/ Inertial Reference Unit (IRU) RNAV aircraft have a "D" suffix.
RNAV routes and associated data are charted in blue.
"Q" Routes on the IFR Gulf of Mexico charts are shown in black. Magnetic reference courses are shown originating from a waypoint, fix/reporting point, or NAVAID.
Joint Jet/RNAV route identification boxes will be located adjacent to each other with the route charted in black. With the exception of Q-Routes in the Gulf of Mexico, GNSS or DME/DME/IRU RNAV are required, unless otherwise indicated. DME/DME/IRU RNAV aircraft should refer to the Chart Supplement for DME information. Altitude values are stacked highest to lowest.
TERRAIN CONTOURS ON AREA CHARTS
Based on a recommendation of the National Transportation Safety Board, terrain contours have been added to the Enroute Area Charts and are intended to increase pilots' situational awareness for safe flight over changes in terrain. The following Area Charts portray terrain: Anchorage, Denver, Fairbanks, Juneau, Los Angeles, Nome, Phoenix, San Francisco, Vancouver and Washington.
When terrain rises at least a 1,000 feet above the primary airports' elevation, terrain is charted using shades of brown with brown contour lines and values. The initial contour will be 1,000 or 2,000 feet above the airports' elevation. Subsequent intervals will be 2,000 or 3,000 foot increments.
Contours are supplemented with a representative number of spots elevations and are shown in solid black. The highest elevation on an Area Chart is shown with a larger spot and text.
The following boxed note is added to the affected Area Charts.
- Airports
- Radio Aids to Navigation
- Airspace Information
- Navigational and Procedural Information
- Culture
- Hydrography
- Topography
IFR ENROUTE LOW / HIGH ALTITUDE
(U.S., PACIFIC AND ALASKA CHARTS)
IFR ENROUTE LOW/HIGH ALTITUDE (U.S., PACIFIC AND ALASKA CHARTS)
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U.S. TERMINAL PROCEDURES PUBLICATION
The U.S. Terminal Procedure Publications include the Standard Instrument Approach Procedures (SIAPS), Standard Instrument Departure Procedures (SIDs), Standard Terminal Arrivals (STARs), IFR Takeoff Minimums and (Obstacle) Departure Procedures (ODPs), IFR Alternate Minimums, and Radar Instrument Approach Minimums for use by civil and military aviation.
EXPLANATION OF TPP TERMS AND SYMBOLS
The discussions and examples in this section will be based primarily on the IFR (Instrument Flight Rule) Terminal Procedures Publication (TPP). Other IFR products use similar symbols in various colors (see Section 2 of this guide). The publication legends list aeronautical symbols with a brief description of what each symbol depicts. This section will provide a more detailed discussion of some of the symbols and how they are used on TPP charts.
FAA charts are prepared in accordance with specifications of the Interagency Air Cartographic Committee (IACC), which are approved by representatives of the Federal Aviation Administration, and the Department of Defense. Some information on these charts may only apply to military pilots.
PILOT BRIEFING INFORMATION
The pilot briefing information format consists of three horizontal rows of boxed procedure-specific information along the top edge of the chart. Frequencies and channel, course and elevation values are charted in bold type. The top row contains the primary procedure navigation information, final approach course, landing distance available, touchdown zone, threshold and airport elevations. 
The middle row contains procedure notes and limitations, icons indicating if nonstandard alternate and/or takeoff minimums apply, approach lighting symbology, and the full text description of the missed approach procedure. The bottom row contains air to ground communication facilities and frequencies in the order in which they are used during an approach with the tower frequency box bolded.
When 
appears in the Notes section, it signifies the airport has IFR takeoff minimums and/or Departure Procedures published in Section L of the TPP.
CIVIL USERS NOTE: FAR 91 prescribes standard takeoff rules and establishes takeoff minimums for certain operators as follows: (1) Aircraft having two engines or less - one statute mile. (2) Aircraft having more than two engines - one-half statute mile. These standard minima apply in the absence of any different minima listed in Section L of the TPP.
ALL USERS: Airports that have Departure Procedures (DPs) designed specifically to assist pilots in avoiding obstacles during the climb to the minimum enroute altitude, and/or airports that have civil IFR takeoff minimums other than standard, are listed in Section L of the TPP by city. Takeoff Minimums and Departure Procedures apply to all runways unless otherwise specified. Altitudes, unless otherwise indicated, are minimum altitudes in MSL.
DPs specifically designed for obstacle avoidance may be described in Section L of the TPP in text or published as a graphic procedure. Its name will be listed, and it can be found in either the TPPs (civil) or a separate Departure Procedure volume (military), as appropriate. Users will recognize graphic obstacle DPs by the word "(OBSTACLE)" included in the procedure title; e.g., TETON TWO (OBSTACLE). If not specifically assigned a departure procedure (i.e., ODP, SID, or radar vector) as part of an IFR clearance, an ODP may be required to be flown for obstacle clearance, even though not specifically stated in the IFR clearance. When doing so in this manner, ATC should be informed when the ODP being used contains a specified route to be flown, restrictions before turning, and/or altitude restrictions.
Graphic DPs designed by ATC to standardize traffic flows, ensure aircraft separation and enhance capacity are referred to as "Standard Instrument Departures (SIDs)." SIDs also provide obstacle clearance and are published under the appropriate airport section. ATC clearance must be received prior to flying a SID.
NOTE: Graphic Departure Procedures that have been designed primarily to assist Air Traffic Control in providing air traffic separation (as well as providing obstacle clearance) are usually assigned by name in an ATC clearance and are not listed by name in Section L of the TPP.
When 
appears in the Notes section of the approach chart, it indicates non-standard IFR alternate minimums exist for the airport. When an alternate airport is required, standard IFR alternate minimums apply. Precision approach procedures require a 600' ceiling and 2 statute miles visibility; nonprecision approaches require an 800' ceiling and 2 statute miles visibility. This information is found in Section M of the TPP. If 
appears, alternate minimums are not authorized due to unmonitored facility or absence of weather reporting service. Civil pilots see FAR 91.
The 
symbol indicates that outages of the WAAS vertical guidance may occur daily at this location due to initial system limitations. WAAS NOTAMs for vertical outages are not provided for this approach. Use LNAV minima for flight planning at these locations, whether as a destination or alternate. For flight operations at these locations, when the WAAS avionics indicate that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service. Should an outage occur during the procedure, reversion to LNAV minima may be required. As the WAAS coverage is expanded, the will be removed.
PLANVIEW
The data on the planview is drawn to scale, unless one of the following three charting devices are utilized: concentric rings, scale breaks or inset box(es). In many cases, obstructions close to the airport can be depicted within the parameters of the airport sketch.
Terrain Depiction
Terrain will be depicted with contour lines in shades of brown, in the planview portion of all IAPs at airports that meet the following criteria:
- If the terrain within the planview exceeds 4,000 feet above the airport elevation, or
- If the terrain within a 6.0 nautical mile radius of the Airport Reference Point (ARP) rises to at least 2,000 feet above the airport elevation.
Approximately 1200 airports throughout the US currently meet the above criteria.
MISSED APPROACH ICONS
Boxed MAP icons, placed in the profile section, are intended to provide quick at-a-glance intuitive guidance to the pilot to supplement, not replace, the textual missed approach instructions in the briefing strip. These step-by-step instructional graphics depict direction of turn, next heading/course/bearing/track, next altitude, etc. to give the pilot the "up and out" initial steps of the missed approach.
IFR LANDING MINIMA
The United States Standard for Terminal Instrument Procedures (TERPS) is the approved criteria for formulating instrument approach procedures. Landing minima are established for six aircraft categories (ABCDE and COPTER). In the absence of COPTER MINIMA, helicopters may use the CAT A minimums of other procedures.
TERMINAL ARRIVAL AREAS (TAAs)
The objective of the Terminal Arrival Area (TAA) is to provide a seamless transition from the enroute structure to the terminal environment for arriving aircraft equipped with Flight Management System (FMS) and/or Global Positioning System (GPS) navigational equipment. The underlying instrument approach procedure is an area navigation (RNAV) procedure. The TAA contains within it a "T" structure that normally provides for a No Procedure Turn (NoPT) for aircraft using the approach. The TAA provides the pilot and air traffic controller with a very efficient method for routing traffic into the terminal environment with little required air traffic control interface, and with minimum altitudes depicted that provide standard obstacle clearance compatible with the instrument procedure associated with it. The TAA will not be found on all RNAV procedures, particularly in areas of heavy concentration of air traffic. When the TAA is published, it replaces the MSA for that approach procedure. TAAs may appear on GPS and RNAV IAP charts.
NOTE: Additional information for the TAAs can be found in the Aeronautical Information Manual (AIM) Para 5-4-5-d.
- Approach Lighting System
- Airport Diagram/Sketch
- Instrument Approach Procedures Planview
- Instrument Approach Procedures Profile View
| U.S. TERMINAL PROCEDURES PUBLICATION SYMBOLS GENERAL INFORMATION Symbols shown are for the Terminal Procedures Publication (TPP) which includes Standard Terminal Arrival Routes (STARs), Departure Procedures (DPs), Instrument Approach Procedures (IAP) and Airport Diagrams. 
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Page last modified: January 06, 2016 9:14:36 AM EST
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