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MSL), high altitude approaches (approaches initiated normally at or above 18,000 feet MSL, such as
high performance aircraft), and military DPs. DPs and terminal instrument approach procedures contain
the DoD approved departure and instrument approach procedures. Each instrument approach procedure
shows an airport sketch, with additional data if necessary, for an approach under IFR conditions.
2.10.11. Terminal Change Notices (TCN). TCNs contain revisions to approach procedures and are
published normally at the midpoint of the FLIP terminal booklets. The changes may be in textual or
graphic form. In the United States area TCNs revise only the low altitude approaches; however, in the
Europe, North Africa, Middle East area, and Pacific, Australasia, and Antarctica areas, TCNs revise both
low and high altitude approaches. In the other four FLIP areas, TCNs are not published and NOTAMs
must be consulted for changes to approach procedures.
2.10.12. Standard Terminal Arrival Route (STAR). STARs contain preplanned IFR air traffic control
arrival routes and are published in graphic and/or textual form. STARs provide transition from the en
route structure to a fix or point from which an approach can be made. In Alaska, Pacific, Australasia, and
Antarctica areas, STAR information is contained in the FLIP terminal booklets. In the United States,
STARs are published in a bound booklet with civilian DPs.
2.10.13. Notice to Airman (NOTAM). A NOTAM is a message requiring expeditious and wide
dissemination by telecommunication means. NOTAMs provide information that is essential to all
personnel concerned with flight operations. NOTAM information is normally in the form of
abbreviations or a NOTAM code. The FIH contains an alphabetical list of these abbreviations.
Section 2D— Flight Planning
2.11. Basics. In the air, there is little time for lengthy processes of reasoning. Decisions must be made
quickly and accurately; therefore, careful planning is essential to any flight. A smooth, successful flight
requires a careful step-by-step plan, which can be followed from takeoff to landing.
2.12. Route Determination. When planning a route to be flown, many factors enter into consideration.
The route may be dictated by operational requirements of the mission; it may be a preplanned route, or
the navigator may have the prerogative of selecting the route to be flown. In any case, definite factors
affect route selection and the navigator must be aware of them.
2.12.1. In most cases, a direct route is usually best because it conserves both time and fuel. Such things
as airways, routing, high terrain, and bad weather, however, can affect this. The direction of prevailing
72 AFPAM11-216 1 MARCH 2001
winds can affect route selection because the proper use of a jet stream often decreases total flying time,
even though a direct route is not flown.
2.13. Chart Selection. Once a route is established, navigation charts appropriate to the intended flight
path should be selected. Correct selection depends on distance to be flown, airspeeds, methods of
navigation, and chart accuracy.
2.13.1. Total Distance to Fly. A great circle is the shortest distance between two points. You can save
considerable distance by flying a great circle course, particularly on long-range missions in polar
latitudes. A straight line on a gnomonic chart represents a great circle course. One way to flight plan a
great circle course is to plot the entire route on a gnomonic chart, then transfer coordinates to charts
more suitable for navigation, such as a Transverse Mercator. Select coordinates at intervals of
approximately 300 NM. Once the route is plotted on the navigational chart, record true courses and
distances for each leg of the mission on the flight plan.
2.13.2. Chart and Methods of Navigation. The method of navigation is determined by mission
requirements and the flight mission area. Select charts for the mission which are best suited to the
navigational techniques chosen. For example, radar missions require charts with representative terrain
and cultural returns for precision fixing and grid missions require charts with a grid overlay. Charts
produced by NIMA are shown in Figure 2.1.
Figure 2.1. NIMA Charts.
CHARTS PRODUCED BY THE NATIONAL IMAGERY AND MAPPING AGENCY
1501 AIR Joint Operations Graphics 1: 250,000
Sectional Aeronautical Charts 1: 500,000
PC Pilotage Charts (Small Size) 1: 500,000
TPC Tactical Pilotage Charts 1: 500,000
ONC Operational Navigational Charts 1: 1,000,000
WAC World Aeronautical Charts 1: 1,000,000
ASWPC Anti-Submarine Warfare Plotting Charts 1: 1,166,612
JNC Jet Navigation Charts 1: 2,000,000
JNU Universal Jet Navigation Charts 1: 2,000,000
CEC Continental Entry Charts 1: 2,000,000
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