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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.
AIR ROUTE TRAFFIC CONTROL CENTERS
The Air Route Traffic Control Center (ARTCC)
encompasses the en route air traffic control system
air/ground radio communications, that provides safe
and expeditious movement of aircraft operating on IFR
within the controlled airspace of the Center. ARTCCs
provide the central authority for issuing IFR clearances
and nationwide monitoring of each IFR flight. This
applies primarily to the en route phase of flight, and
includes weather information and other inflight services. There are 20 ARTCCs in the conterminous United
States (U.S.), and each Center contains between 20 to
80 sectors, with their size, shape, and altitudes determined by traffic flow, airway structure, and workload.
Appropriate radar and communication sites are connected to the Centers by microwave links and telephone
lines. [Figure 3-1 on page 3-2]
The CFRs require the pilot in command under IFR in
controlled airspace to continuously monitor an appropriate Center or control frequency. When climbing after
takeoff, an IFR flight is either in contact with a radarequipped local departure control or, in some areas, an
ARTCC facility. As a flight transitions to the en route
phase, pilots typically expect a handoff from departure
control to a Center frequency if not already in contact
with the Center. The FAA National Aeronautical
Charting Office (NACO) publishes en route charts
depicting Centers and sector frequencies, as shown in
Figure 3-2 on page 3-2. During handoff from one Center
to another, the previous controller assigns a new frequency. In cases where flights may be still out of range,
　
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