23857122-1472-539243-0007

AERONAUTICAL SYMBOLS AERODROMES MAM Ole WITH EMERGENCY AERODROMES WITH FACILITIES NO FACILITIES WATER LAND WATER LAND O ® Civil oO © Joint civil and military ay © © Military Principal civil aerodromes in large populated areas; or air terminals of major importance AERODROME DATA Landing area Sheltered anchorage LAND WATER HARMON 18 Elevation in feet oo Elevation in feet 18 lb Minimum lighting L Minimum lighting NAS ANACOSTIA i iGaat H Hard surfaced runway S Normally sheltered OoLS 62 46 Length of longest runway take-off area 2870 278 126.18 Ny in hundreds of feet 6 278 126.18 2870 Control tower transmitting frequencies Length of longest runway in hundreds of feet § VALLEY (750 L — 32 When information is lacking, the respective character will be replaced by a dash AIR NAVIGATION LIGHTS Rotating lig tite sess ee oe ee * Flashing light (With code) — — _ ______ 2 We FL Rotating light (With flashing code) — —__ ___ —=** 4x s iW Marine light. es See ese) Rotating light (With course lights) pa ee ae Flashing light das: Tepe pa ere 2 Ed he 6 Lightship — —. —" ep F-fixed FL-flashing Occ-occulting Alt-alternating Gp-group R-red W-white G-green B-blue (U)-unwatched SEC-sector sec-second Marine alternating lights are red and white unless otherwise indicated. Marine lights are white unless colors are stated. RADIO FACILITIES Use of the word ‘‘Radio"’ within the box indicates voice facilities All radio facility data are printed in blue with the exception of certain LF/MF facilities such as tower frequencies, radio ranges and associated airways, which are printed in magenta. BS. WOODY RANGE i i i WoL 251 FWA 2 Radio broadcasting station 1260 =ROG a Marine radiobeacon AA aTARL BEDFORD RADIO (Without voice) 10m-20m & 30m.40m| RACON— Radar beacon OO 310 me 2-2-1 NEWTON (Non-compulsory reporting point) Radio range © (Without voice) Radiobeacon, nondirectional (homing) (With voice) cs Radio communication station @——_|GOWEN RADIO (with voice) ve ate 100 watt Fan Marker Beacons (75 meg) 5 watts HARVEY ~* (Compulsory reporting point) VAR MATAWAN RADIO > W 109.1 MWA == 4 VHF FOUR-COURSE VISUAL-AURAL RADIO RANGE (VAR) The Blue and Yellow Visual Sectors are indicated by a B and Y; the Aural Sectors by A and N Letter preceding frequency in box indicates channel VHF OMNI-DIRECTIONAL RADIO RANGE (VOR) The VHF omni-directional range provides visual track guidance along any selected radial from the station out to a distance of approximately 50 miles when flying at the minimum instrument altitude. These ranges operate in the frequencies between 112 and 118 megacyctes and require a special omni range type receiver to make use of the navigational features. Also provided i and 3-letter (coded) identification. In operation, the pilot selects a course by setting the pointer on a course or radial selector to the desired magnetic bearing and then flies that course by refer- CHICAGO RADIO 113.0 C6T Se are voice es ence to a cross pointer instrument. Bearings are magnetic at the station as Radius of circle is 15 nautical miles. Oo Bes % x, MISCELLANEOUS Isogonic line — — — — — — 8°E _— Restricted areas are numbered, and are Uncontrolled airway (Values for 1950) indicated on the charts as follows: Mooring nest — — — 5 qa — meas ity) Problbltediares LF] Controlied . ; (AR-78) <4 N of VE Control zone Prominent transmission line T. TR Danger or warning area 1154 (39) (W-46) Z GI = (a \ 2 Obstruction — — — — — — — — — y Ne 7 Sees A J. ,/ Blue tint indicates air Vik traffic controlled areas 5-19-52 (Numerals indicate elevation above sea level of top) » Tank Caution area 930! (C-54) AERODROMES - AROOSTOOK SECTIONAL CHART ' ] rl eee ea Vy a GEOGR. FUEL RUNWAYS LOCATION NAME POSITION TYPE | ELEV.| (OCTANE) |REPAIRS| NO./LONGEST LIGHTS REMARKS Caribou, Maine _| Caribou Mun. |46°52'-68°01" | Mun. | 623 | 80,91 [Major _| 2 |3500H | - *oua a Chesuncook, Maine | Chamberlain Farm [46°14’-69°19’ |Com. | 945 All | Unlim. Beach, floats. SPB Seapl. way Irreg. attended Fuel emerg. only Skis only winters. Chesuncook, Maine |Nugent Chamberlain | 46°13’-69°15’ | Com. | 945 All| Unlim. Floats. Fuel in ake Camps SPB Seapl. way| emerg. only, ae _|Skis only winters. | Clayton Lake, Maine [Churchill Lake _—‘([46°29'-69°17' |Com. | 924 1 [Unlim. Ramp, pier, buoy. Camps SP’ Seapl. Irreg. attended Fuel emerg. only ae jeu ee Skis only winters. _ Cross Point, Que. __| Cross Point 48°01'-66°41'_|Seapl. | 00 | Avail. pea ous | 6280 ae Buoys, priv. docks Ft. Fairfield, Maine |P & M Flying Service |46°46’-67°51' [Com. | 470 | 80 Minor | 2 [1825 if. Ft. Kent, Maine Ft. Kent Mun. _ |a7°12"-68°35" (Mun. [708 [| _ jal [20008 cee Ft. Kent, Maine Fort Kent SPB 47°14'-68°37' |Priv. | 515 1 [5000 Caution driftwood Seapl. Ske ae ee ee Clsd. winters. _ Grand Falls, N.B. [Grand Falls ———_—*([47°03/-67°46’__|Com. | 720 _ oe So eer at ae Houlton, Maine _| Houlton Mun. 46°07'-67°47"|Mun. | 493 | 80,91 [Major | 3 |5600H [Rnwy. priorreg. | Island Falls, Maine _ | Island Falls SPB 46°01'-68°14" |Priv. | 430 1 [5000 Dock, float. Ctn.: Seapl. ledge & boulder shoals = 4 : | is ‘ Skis only winters. Mars Hill, Maine [Mars Hill 46°31"-67°52" | Comin 485m |e ___[1 [2000 a i: 5 Patten, Maine ~‘|Shin PondSPB _|46°06’-68°34’_|Com. | 780 | 80 4 |5000 Floats, haulout. Ctn. Seapl. wires across inlet & bridge. i: idea | : >. Skis only winters. Portage Lake, Maine |Portage Lake SPB _[46°46’-68°29’ |Com. | 609 | 80 Major | 2 [5000 Floats, haulout Seapl. | ae = eel - sine kis only winters. | Portage Lake, Maine |Portage Lake SPB 46°46'-68°29’ | Mun. | 609 2 | 5000 Float | (Mun) Seapl. Unattended [elie ey ct eek oc bo Skis only winters. | Quebec, Que. ~ [Quebec 46°48’-71°23' |D.0.T.| 235 | 80/87, | 3 |3370H |Rnwy., approach : (Ancienne Lorette) | __ il = _| 91/98 ali 2s As a St. Come (Liniere), _ |St. Come 46°03'-70°32" 850 | 80,91 [Minor [2 [2150 | Que. Pact. ? ||. a 2 - al ie eee ue Pe | | |Seven Islands, Maine | Maine Forestry 46°56'-69°44’ |Priv. | 1180 1 |1400 | (St , Qui tri i Se eames eas. eet Bee lik ae cee \Ve ine liegt tae 47°10'-67°57" | Priv. | 520 1/1500 Van Buren, Maine Van Buren SPB ~ |47°09'-67°55' Com. 435 80 2 |4000 Float | Seapl. | ce |e ee ae ___|Skis only winters. | Winterville, Maine [Northland Airways |46°57’-68°37’ |Com. | 581 | 80 Minor | 2 [13200 Buoys, dock SPB Seapl. ee thet nal eae a Skis only winters. Fuel octane ratings listed by number are those available to civil aircraft, unless otherwise noted. Military fuel is listed by letter code indicating octane ratings as follows: A+:115/145, A: 100/130, B: 91/98, The above listing does not include Air Force aerodromes. *Joint civil and military operation; Air Force facilities at these fields are not listed. Consult the latest Airman’s Guide for changes in data subsequent to date of chart. >: 73 or 80, J: JP-1, 3. 6-16-52 SECTIONAL CHARTS The sectional aeronautical chart series provides complete coverage of the United States. An additional chart covers the Hawaiian Islands. These charts are designed primarily for piloting, which is also known as contact flying. They contain a maximum amount of cultural topographic features including important landmarks. Sectional charts are revised at six-month periods to insure that the airman has the latest information available, and are sold through authorized agents located at airports and principal cities throughout the United States. They may also be obtained by writing to the Director, U. S. Coast and Geodetic Survey, Department of Commerce Building, Washington 25, D. C. In the lower right-hand corner is printed the date of the chart. Below this the next scheduled printing is indicated. If the date of the chart is more than six months old, users are advised to check with the notices (Dates of Latest Prints) on file with authorized agents. Charts that carry older dates than those shown in large type on this list of dates are obsolete. di ee UNITED STATES SECTIONAL AERONAUTICAL CHARTS ion WE Cu : : x Hf soos \ 4 CER ParK ° as G08 ey, neal ore } aw, | a Y | TT gett He / a yen Cy DULUTH ©. Sih ail eee ty, ek ; igh >> RAPID city eg 5 TWIN CITIES qo ) wi \ ) GOCATELLO YHETRON ‘ ° aspen. DUBUQUE Le ee, LAKE ciry ee Ba Eo | i *Geveuano i ane ff CHEYENNE \ Es moines? | GRAND Juncriono geo a <i S yw a KANSAS CITY 7} SRAND canyon ’..| —O_} | —" TRINIDAG--3--]----- wicniTa----- - | sah eli i ° : H ° : ° W ~ i : : | ale bree OL Muquergue | eee cy LITTLE ROCKO. 3297 —_ 1S), PHO Sawin ee = pe LAR — i : ENIX ° ae i : > * oe th ROSWELL DALLAS, SHREVEPORT z he es NE BT mere eee 1d ous: i x peat, EL Paso | | 30" } 114@——~ | < Pre | \déL R10" | STATUTE MILES 100 500100 __200 on ADDITIONAL AERONAUTICAL CHARTS PUBLISHED AND PRINTED BY THE U. S. COAST AND GEODETIC SURVEY Planning Charts AP-9 and 3069a 1:5,000,000 3060d 1:3,000,000 Aircraft Position Charts 3071 North Atlantic 1:5,000,000 3073 Caribbean Sea 1:5,000,000 Route Charts Show limited topographic information, selected 1:2,000,000 aerodromes, and major radio data. Direction Finding Charts Six charts cover the United States 1:2,000,000 World Aeronautical Charts Forty-three charts cover the United States 1:1,000,000 Flight Charts Thirty-seven charts cover the principal air 1:1,000,000 routes of the United States Local Charts Designed to provide additional landmark 1:250,000 information and topographic detail for important air terminals. More than 475 charts designed for use in man- Approach 1:250,000 uals with Radio Facility Charts Landing 1:31,680 Similar to Instrument Approach and Landing Approach 1:250,000 charts but printed in black and halftone in- Landing 1:75,000 Instrument Approach and Landing Charts Instrument Landing System Charts stead of color. Show very little detail. 1:90,000 Airport Obstruction Plans Show runways and selected aerodrome information 1:12,000 and objects in the vicinity that may be hazards to air traffic- Radio Facility Charts Sixty-five charts of the U.S. show all radio fa- 1:2,000,000 cilities, airways and other information nec- essary for instrument flying. A catalog giving a complete list and description of the various series is available upon request . : ; 4/11/51 PILOTS GUIDE FOR COMMUNICATING WITH AIRWAY STATIONS PILOTS - never hesitate to use your radio. Remember that talking by radio is almost the same as talking on your home telephone. The following are typical examples of two-way communication with airway stations. IDENTIFICATION OF AIRWAY STATIONS: CAA Airway Communications Stations are identified by the name of the station followed by the word “RADIO”. Example: ‘CLEVELAND RADIO”. IDENTIFICATION OF AIRCRAFT: Your aircraft is identified by the make of aircraft followed by the certificate number and letter suffix, if any. Example: “STINSON ONE THREE SIX FIVE”. “STINSON ONE THREE SIX FIVE-Y”. Example of pilot calling an airway station: “CLEVELAND RADIO - THIS IS- STINSON ONE THREE SIX FIVE - OVER”. After communication has been established, an abbreviated form of identification may be used ,if desired, using the last three units of the certificate number only. The airway station will normally answer on the radio range or radiobeacon frequency. If reply is desired on other than the radio range or radiobeacon frequency, pilots should indicate the frequency on which the station reply is expected. “CLEVELAND RADIO - THIS IS - STINSON ONE THREE SIX FIVE - REPLY ON ONE ELEVEN POINT ONE MEGACYCLES - OVER”. After the airway station has answered your call, proceed with your message without further call up other than preceding the message with the aircraft identification. Your message may consist of your position report, a request for weather data or other information that may be required to assist you to your destination. “STINSON ONE THREE SIX FIVE - OVER CLEVELAND AT ELEVEN TWENTY - FOUR T HOU- SAND FEET ON VFR FLIGHT PLAN FROM YOUNGSTOWN TO TOLEDO - WHAT IS THE WEA- THER AT TOLEDO - OVER”. If you are flying VFR, a position report is not required, however, it is to your advantage that the stations along your route of flight know your position at all times in order that assistance can be rendered should you encounter difficulty. Flight plans may be filed while in flight, with a CAA Airway Communications Station, if your departure was from an airport not served by such a station. Example: Example: The word ‘‘ROGER” is used to acknowledge receipt of a message. The word “OUT” is used when a conversation is ended and no response is expected. Example: “STINSON ONE THREE SIX FIVE - ROGER, OUT”. The words “SAY AGAIN” are used if a message was not understood and a repetition is desired. The words “STAND BY” are used to indicate that a return call will be made as soon as practicable. Examples: “STINSON ONE THREE SIX FIVE - SAY AGAIN, OVER”. “STINSON ONE THREE SIX FIVE -STAND BY”. ENROUTE FLIGHT SERVICE All airway communications stations are ready to provide pilots with enroute flight information or assistance at any time. You may call any CAA RADIO for latest weather along your route of flight, upper wind velocities, airport conditions, and other flight information. If you become lost or uncer- tain of your position, call any CAA RADIO. Personnel at CAA airway communications stations are trained to assist pilots in establishing position by any of the following methods: (a) Visual reference to terrain features; (b) Low frequency radio range orientation; (ce) VHF omni-range indications (triangu- lations). RADIOTELEGRAPH CODE AND PHONETIC ALPHABETS U.S. INT'L U.S. INT'L U.S. INT'L % (ICAO) 3 (ICAO) (ICAO) A—ABLE ALFA o—_ N—NAN NECTAR —_e O—ZEE-ROH ZE-RO com oes ome ce B—BAKER BRAVO emcee O—OBOE OSCAR — 1—WUN WUN oa ome oe oe C—CHARLIE COCA —eomme P—PETER PAPA om ame 2—TOO TOO Com as am D—DOG DELTA moe Q—QUEEN OUEBEC Hess \ualefen 3—THU-REE TREE cco am E—EASY ECHO ° R—ROGER ROMEO came 4—FO-WER FOW-er cocoa F—FOX FOXTROT comme S—SUGAR SIERRA coe 5—FI-YIV FIFE eocce G—GEORGE GOLF — ame T—TARE TANGO - 6—SIKS SIX mmocece H—HOW HOTEL eoce U—UNCLE UNION comm 7—SEV-VEN SEV-en == amoce I—ITEM INDIA oe V—VICTOR VICTOR ccomm 8—ATE AIT en ams moe J—JIG JULIET T o oom ome om W—WILLIAM MEISE Y 0 creestees 9—NI-YEN NIN-er = es oe ev K—KING KILO = 0 am X—XRAY EXTRA —com L—LOVE LIMA eames Y—YOKE YANINAZ Aq55 M—MIKE METRO wrt es Z—ZEBRA ZULU —amece * The US phonetic alphabet (Able, Baker, Charlie etc.) has been supplanted by the International (ICAO) phonetic alphabet at all CAA communication stations as of April 1, 1952. However, the US phonetic alphabet will continue to be used upon request at the stations. ** CAA facilities will continue to use normal English pronunciation instead of the International pronunciation of the numbers. 3-12-52 LIGHT SIGNAL PROCEDURES FOR AIRPORT TRAFFIC CONTROL The following procedures are used by airport traffic control towers in the control of aircraft not equipped with radio. These same procedures will be used to control aircraft equipped with radio if radio contact cannot be established. (Note: It should be understood that pilots may proceed in a conventional manner if no signals are displayed) Airport traffic control personnel use a directive traffic control signal which emits an intense narrow beam of a selected color (either red, white, or green) when controlling traffic by light signals. The normal range of the signal in good weather is ten miles in day time and fifteen miles at night and is readily discernible to the pilot of any aircraft that is visible to the controller, Although the traffic signal light offers the advantage that some control may be exercised over non-radio equipped aircraft, all pilots should be cognizant of the disadvantages which are: 1. The pilot may not be looking at the control tower at the time a signal is directed toward him. 2. The directions transmitted by a light signal are very limited since only approval or disapproval of a pilot’s anticipated actions may be transmitted. No supplementary or explanatory information may be transmitted except by the use of the ‘‘General Warning Signal’ which advises the pilot to be on the alert. Signals from a portable traffic control light shall mean the following: On the Ground In Flight Cleared to land Color and Type of Signal STEADY GREEN FLASHING GREEN Cleared for take-off Cleared to taxi Return for landing (to be followed by steady green at proper time) STEADY RED Stop Give way to other aircraft and con- tinue circling FLASHING RED Taxi clear of landing area (runway) in Airport unsafe-do not land use FLASHING WHITE ALTERNATING RED & GREEN Return to starting point on airport PAMe Awe | General Warning Signal - Exercise Extreme ae TRAFFIC PATTERN INDICATED BY SEGMENTED CIRCLE TRAFFIC PATTERN INDICATOR LANDING STRIP INDICATOR x % ‘4 oe OS o Gy Zs e % a t q aa A 0 G . WIND INDICATOR a % g > If &, oO © WV @5non08° Safe flying requires that a pilot know the traffic pattern for the airport when landing or taking off. The segmented circle marker, illustrated above, furnishes the pilot this information. When traffic pattern indicators are used with the circle marker, they tell the pilot to make his turn in the direction in which the indicators point. If the traffic pattern indicators are not used, the pilot will know that the normal left-hand pattern must be followed. For additional information see TSO-N5, copies of which are available from Office of Aviation Information, A-258, C.A.A., Department of Commerce, Washington 25, D.C. SEARCH AND RESCUE Search and Rescue Service is a life saving service provided threugh the combined efforts of the CAA, Air Force, and Coast Guard who are assisted by other organizations such as the Civil Air Patrol, Sheriffs Air Patrol, State Police, and such other agencies as may be available. It provides search, survival aid, and rescue of personnel of missing or crashed aircraft. All you need to remember to obtain this valuable protection is: 1. File a Flight Plan with a CAA Airway Communications Station in person or by telephone or radio. 2. File an Arrival Report. 3. If you land at a location other than intended destination, report the landing to the nearest CAA Communications Station. 4. If you land enroute and are delayed more than an hour, report this information to the nearest communications station. Remember that if you fail to report within one hour after your E.T.A., a search will be started to locate you. If you fail to report within three hours after your E.T.A., the full facilities of the Seareh and Rescue Service will be activated. on Searches are expensive, they inconvenience other people, and on numerous occasions the lives of other pilots are sacrificed when searching for lost or overdue pilots. SO, FILE AN ARRIVAL REPORT! GROUND TO AIR EMERGENCY CODE DISTRESS SIGNALS INJURIES Ee oe SE Cee ee I BARTERVCANDIRADIONS es H REQUIRE FUEL AND OIL —_____ | REQUIRE MEDICAL SUPPLIES __ __ I ] INDICATE DIRECTION TO PROCEED — —_ K GFR 3 eS eo ees LL UNABLE TO PROCEED ____ __ __ x< AM PROCEEDING IN THIS DIRECTION —_ -f INGE A sae eee See ee N REQUIRE FOOD AND WATER — __ _ F WILL ATTEMPT TAKE-OFF — — — — — |> de ee a ee oe eee ¥ AMMUNITION SoM La 8 y AIRCRAFT SERIOUSLY DAMAGED — — | J INOT, UNDERSTOOD =n = JIL REQUIRE MAP AND compass —— [] PROBABLY SAFE TO LAND HERE — —-~ AA REQUIRE MECHANIC — — —_ BvMBO Lectern EOL = SEG INSTRUCTIONS: 1. Lay out symbols by using strips of fabric or parachutes, pieces of wood, stones, or any available material. 2. Provide as much color contrast as possible between material used for symbols and background against which sym- bols are exposed. 3. Symbols should be at least 10 feet high or larger, if possible. Care should be taken to lay out symbols exactly as shown to avoid confusion with other symbols. 4. In addition to using symbols, every effort is to be made to attract attention by means of radio, flares, smoke, or other available means. When ground is covered with snow, signals can be made by dragging, shoveling or tramping the snow. The de- pressed areas forming the symbols will appear to be black from the air. on 6. Pilot should acknowledge message by rocking wings from side to side. VISUAL EMERGENCY SIGNALS NEED MEDICAL ASSISTANCE — C URGENT ea USED ONLY WHEN LIFE IS AT STAKE ALL OK — DO NOT WAIT CAN PROCEED SHORTLY ~ DO NOT ATTEMPT TO LAND HERE NEED MECHANICAL, WAIT IF PRACTICAL HELP OR PARTS - LONG DELAY es LIE PRONE LAND HERE 3 BOTH ARMS HORIZONTAL a ees Vie AFFIRMATIVE = (//1/' (YEs) WAVE ONE ARM OVERHEAD ‘ONE ARM HORIZONTAL BOTH ARMS WAVED ACROSS FACE NEGATIVE (NO) OUR RECEIVER IS OPERATING USE DROP MESSAGE BOTH ARMS FORWARD HORIZON— CUP HANDS OVER EARS WHITE CLOTH WAVED HORIZONTALLY| WHITE CLOTH WAVED VERTICALLY TALLY, SQUATTING AND POINTING IN DIRECTION OF LANDING - REPEAT MAKE THROWING MOTION HOW TO USE THEM IF YOU ARE FORCED DOWN AND ARE ABLE TO ATTRACT THE ATTENTION OF THE PILOT OF A RESCUE AIRPLANE, THE BODY SIGNALS ILLUSTRATED ON THIS PAGE CAN BE USED TO TRANSMIT MESSAGES TO HIM AS HE CIRCLES OVER YOUR LOCATION. STAND IN THE OPEN WHEN YOU MAKE THE SIGNALS. BE SURE THAT THE BACKGROUND, AS SEEN FROM THE AIR, IS NOT CONFUSING. GO THROUGH THE MOTIONS SLOWLY AND REPEAT NEGATIVE (NO) EACH SIGNAL UNTIL YOU ARE POSITIVE THAT THE PILOT UNDERSTANDS FISHTAIL PLANE You. PICK US UP - PLANE ABANDONED at AFFIRMATIVE (YES) BOTH ARMS VERTICAL DIP NOSE OF PLANE SEVERAL TIMES CRUISING ALTITUDES CRUISING ALTITUDES WITHIN CONTROL AREAS AND ZONES - During VFR conditions aircraft at altitudes of 3000 feet or more above the surface within control zones and control areas, including controlled airways, must be flown at odd or even 1000-foot levels appropriate to the direction of flight.““Odd” and ‘Even’ indicators’ are shown on Coast and Geodetic Survey Radio Facility Charts. Under IFR conditions within control zones and control areas, including controlled airways, altitudes will be flown in accordance with ATC clearances. The following rules will govern the altitude at which aircraft shall fly when making VFR flights along controlled civil airways: Green and Red Airways and Even-numbered VOR Airways Eastbound flights. Aircraft shall fly at an ODD thousand-foot altitude above sea level (such as 3000, 5000, or 7000 feet). Westbound flights. Aircraft shall fly at an EVEN thousand-foot altitude above sea level (such as 4000, 6000, or 8000, feet). Amber and Blue Airways and Odd-numbered VOR Airways Northbound flights. Aircraft shall fly at an ODD thousand-foot altitude above sea level (such as 3000, 5000, or 7000 feet). Southbound flights. Aircraft shall fly at an EVEN thousand-foot altitude above sea level (such as 4000, 6000, or 8000 feet). The following rules will apply on segments where color airways and VOR airways overlap: Where a color airway coincides with a VOR airway, the ODD or EVEN rule for the appropriate color airway will apply. Where no color airway is involved and an Even-numbered and an Odd-numbered VOR airway coincide, the ODD or EVEN altitude rule for the Even-numbered VOR airway will apply. CRUISING ALTITUDES OUTSIDE CONTROL AREAS AND ZONES--When the flight visibility is less than three miles, aircraft must be flown at an altitude appropriate to the magnetic course as illustrated below. ODD THOUSANDS EVEN’ THOUSANDS (PLUS 500) EVEN THOUSANDS ODD THOUSANDS (PLUS 500) MAGNETIC COURSES (illustration applies only to flight outside of control areas and control zones,. including uncontrolled airways) VISUAL FLIGHT PLAN The Civil Air Regulations do not require that a VFR flight plan be filed for a VFR flight. However, the filing of such a flight plan is desirable, and the CAA urges that VFR flights be covered by flight plan whenever practicable as such filing materially assists in search and rescue operations if such action becomes necessary. Flight plans may be submitted to the nearest CAA airway communications station either in person or by telephone. Flight plans may be filed by radio if no other means are available but this practice should be avoided whenever possible to reduce congestion of radio channels. If filing the flight plan, the pilot should state the name of the CAA communications station with which he will close his flight plan. If the destination is not served by a CAA communications station, or is in Canada or Mexico, the method by which the arrival report will be filed must be clearly understood by all concerned. VFR flight plans are transmitted via CAA communica- tions facilities only to the CAA communications station with which the pilot has stated his arrival report or closing of flight plan will be filed. One hour after the estimated time of arrival, if no notice of arrival is received, queries are sent out over CAA communications systems to determine the location of the aircraft. If no information concerning the aircraft is obtained after an exhaustive communications inquiry, search and rescue operations are inaugurated. In as much as the government may be put to considerable expense in determining the location of aircraft when an arrival report is not filed, it is vitally necessary that all pilots make certain that notice of arrival is filed. If flight is terminated prior to reaching the point of intend- ed destination specified in the flight plan, pilots should contact the nearest CAA communications station and the request that an arrival report be transmitted over CAA facilities to the CAA communications station with which the pilot stated the arrival report would be filed. Pilots of aircraft operating on VFR flight plan who desire to make flight progress reports, should include in the report the phrase: “VFR FLIGHT PLAN FROM (blank) TO (blank).” The flight plan shall contain the items listed under INSTRUMENT FLIGHT RULES - Flight Plan, except “Alternate Airport” and except that ‘a visual flight rule flight plan should always specify “VFR” as a cruising altitude. The use of this term in lieu of an actual altitude indicates that the pilot intends to fly in accordance with Visual Flight Rules. Aircraft may be operated in accordance with VFR above a well defined cloud or other formation provided, climb to and descent from such “on top” flight can also be made in accordance with VFR. 7=14<52 a . : NAUTICAL MILES For convenience in converting distances expressed in statute miles to their equivalents in nautical miles, and vice versa, the table below has been prepared. The United States nautical mile has been used for the table. The United States nautical mile is defined as equal to one-sixtieth of a degree (one minute) of a great circle on a sphere whose surface is equal to the surface of the earth. The value of a nautical mile is calculated on this basis as 1853.25 meters or 6080.20 feet. Since the common or statute mile is equal to 5280 feet, one nautical mile equals approximately 1.152 statute miles, and one statute mile equals approximately 0.868 nautical mile. For quick calculation the nautical mile may be considered approx- imately one-seventh longer than the statute mile, and the statute mile approximately one-eighth shorter than the nautical mile. In the lower margins of the sectional charts is provided a convenient conversion scale by which values in statute miles may be readily converted to nautical miles and vice versa. Distances expressed in either unit may thus be scaled directly on the charts. The length of one minute of latitude measured along a meridian on the surface of the earth at latitude 48°15’ is equal to a United States nautical mile. North or south of 48°15’ the length of a minute is slightly longer or shorter, since the earth is not a perfect sphere. However, for practical purposes, the nautical mile is considered equivalent to a minute of latitude at any point on the earth’s surface. Therefore, the one-minute subdivisions of the meridian lines on the face of charts may also be used for scaling distances. The knot is a unit of speed only. One knot is equal to one nautical mile per hour; as, when an aircraft is travelling 200 nau- tical miles per hour, its speed is 200 knots. CONVERSION TABLES 6/6/50 STATUTE MILES TO NAUTICAL MILES NAUTICAL MILES TO STATUTE MILES STATUTE NAUTICAL FEET STATUTE — NAUTICAL NAUTICAL STATUTE FEET NAUTICAL STATUTE MILES MILES MILES MILES MILES MILES MILES MILES 0.1 0.087 528 100 86.8 0.1 0.115 608.0 100 115.2 0.2 0.174 1056 110 95.5 0.2 0.230 1216.0 110 126.7 0.3 0.261 1584 120 104.2 0.3 0.345 1824.1 120 138.2 0.4 0.347 2112 130 112.9 0.4 0.461 2432.1 130 149.7 0.5 0.434 2640 140 PAL 0.5 0.576 3040.1 140 161.2 0.6 0.521 3168 150 1380.3 0.6 0.691 3648.1 150 IPGL 0.7 0.608 3696 160 138.9 0.7 0.806 4256.1 160 184.2 0.8 0.695 4224 170 147.6 0.8 0.921 4864.2 170 195.8 0.9 0.782 4752 180 156.3 0.9 1.036 5472.2 180 207.3 1.0 0.868 5280 190 165.0 1.0 1.152 6080.2 190 218.8 200 173.7 200 230.3 (5 1.74 210 182.4 2 2.30 210 241.8 3 2.61 220 191.0 3 8.45 220 253.3 4 3.47 230 199.7 4 4.61 230 264.9 5 4.34 240 208.4 5 5.76 240 276.4 6 §.21 250 Palie(ai 6 6.91 250 287.9 Ll 6.08 260 225.8 Uf 8.06 260 299.4 8 6.95 270 234.5 8 9:21 270 310.9 9 7.82 280 243.1 9 10.36 280 322.4 10 8.68 290 251.8 10 11.52 290 334.0 i 9.55 300 260.5 il 12.67 300 345.5 1) 10.42 310 269.2 12 13.82 310 357.0 13 11.29 320 PAUCAS) 13 14.97 320 368.5 14 12.16 330 286.6 14 16.12 330 380.0 15 13.03 340 295.3 15 WEA 340 391.5 16 13.89 350 303.9 16 18.42 350 403.0 17, 14.76 360 312.6 il 19.58 360 414.6 18 15.63 370 321.3 18 20.73 370 426.1 19 16.50 380 330.0 19 21.88 380 437.6 20 eo 390 338.7 20 23.03 390 449.1 400 347.4 400 460.6 30 26.05 30 34.55 40 34.74 500 434.2 40 46.06 500 575.8 50 43.42 600 521.0 50 57.58 600 690.9 60 52.10 700 607.9 60 69.09 700 806.1 70 60.79 800 694.7 70 80.61 800 921.2 80 69.47 900 781.6 80 92.12 900 1036.4 90 78.16 1000 868.4 90 103.64 1000 1151.6 6\16\s2 Declassification Authority: NND 57565 THE KOCH CHART FOR ALTITUDE AND TEMPERATURE EFFECTS TO FIND THE EFFECT OF ALTITUDE AND TEMPERATURE CONNECT THE TEMPERATURE AND AIRPORT ALTITUDE BY A STRAIGHT LINE. READ THE INCREASE IN TAKE-OFF DISTANCE AND THE DECREASE IN RATE OF CLIMB FROM STANDARD SEA LEVEL VALUES HERE r— 16 = t— i z tows Fa PERCENT Ee = DECREASE -— 14 < IN RATE OF ee CLIMB Ess fi a ra fe a's a eg : pee lu x me =) ES t-10 o& Isa eS liza bers : ee Ge b— rr] bre! ADD THIS PERCENTAGE TO 2 140 [seg ag = YOUR NORMAL TAKE-OFF DISTANCE a i 100 le: Eee e -— E : 60 28 5 = 40 eo aS SS = ee. = 25 = « = 0S 20 L- n> Z 0 0 gee be = L oc = {ieee a2 “10-3 = be = L— 2 4 = {o) = iy a -20-— 3 = a = ce < = = a EXAMPLE: The diagonal line shows that 230% must 7. es be added for a temperature of 100° and a pressure = altitude of 6,000 feet. Therefore, if your standard ae -2 temperature sea level take-off distance, in order to ant =f) climb to 50 feet, normally requires 1,000 feet of runway, it would become 3,300 feet under the con- ditions shown. In addition, the rate of climb would be decreased 76%. Also, if your normal sea level rate of climb is 500 feet per minute, it would become 120 feet per minute. This chart indicates typical representative values for “personal” airplanes. For exact values consult your airplane flight manual. The chart may be conservative for airplanes with supercharged engines. Also remember that long grass, sand, mud or deep snow can easily double your take-off distance. € . Zi a e . AIR DEFENSE IDENTIFICATION ZONES (AD1Z) TO SEVEN ISLANDS ey 7 j \ Campbeliton a Si Z/ 77 uEBEC ILLINOCK’ 3) La Tuque 2 CHATHAM T KAPUSKASING i Baie Comeau 3-7 PORQUIS 3 re, | Va Timmins .o O(MONT JOLI z S Chicoutimi © ii ° Chapleau Val d'or a fa aa AY Mont Laurier aS EASTERN CADIZ _\ Jeunes OTTAWA A MONTREAL alegre A. ~\ BOUNDARY 1°” /ZkncoR Lo" i INGTON Va C! BURL : BANGORMADIZ_|__/porruanp ia BUFFALO ee CONCORD x<H = YY or YY, IN Sy SN Y ar ANYO ie, ho E = pare & irae [Be BOSTON Sy De red SOA oe tnt oe Se low) One, LEVELAND Bs x FORT WAYNE A Sa ¥, l= TRAVERSE CITY YADIZ 6 ‘TRAVERSE CITY TORONTO LONDON ! i f as Peed || ae 2 PHILIPSBURG® = Fae) ES = q ’?, N\ S Lesh spree AO NEY = 0/2 aS CD Voamsie 352 RR GNCINNAT P i Y, res (rMApeLaia 1 = > os - S 2-[ Me SY may CHARLESTON? VAI 7% Ye \ a se AS = ~ $ x «* Ns © 10) v 3 Se A a : / § CHARLESTON <<} b oe BERMUDA STEPHENVILLE. jaspe TO _W PALM BEACH TO JACKSONVILLE, In the United States several areas have been designated as Air Defense Identification Zones (ADIZ) by the Adminis- trator of Civil Aeronautics in the interest of national security. All aircraft entering the Air Defense Identification Zones are required to file flight plans, except aircraft entering from within the Continental Limits of the United States or operating within the Seattle, San Francisco, Los Angeles, Albuquerque, Knoxville, Great Falls, Minneapolis, Traverse City, and Bangor Zones, at altitudes of less than 4000 feet above the immediate terrain. Any person who knowingly or willfully fails to do so is subject to penalties of one year in prison or $10,000 fine. The Air Defense Identification Zones are identified as follows: Seattle ADIZ, San Francisco ADIZ, Los Angeles ADIZ, Atlantic ADIZ, Pacific ADIZ, Albuquerque ADIZ, Knoxville ADIZ,Great Falls ADIZ, Minneapolis ADIZ, Traverse City ADIZ, Bangor ADIZ, Mexican Boundary ADIZ, and Canadian Boundary ADIZ. These areas are indicated on the face of Aeronautical Charts and are so labeled. For additional information see Civil Air Regu- lations Part 620. Canadian Air Defense Identification Zones (CADIZ) have been designated by the Director of Air Services, Department of Transport. All aircraft entering these zones at altitudes of 4000 feet or more above the immediate terrain are required to file flight plans. The Canadian Air Defense Identification Zones are identified as the Eastern CADIZ and the Western CADIZ. They are also indicated on the face of aeronautical charts and are so labeled. 12-12-51 U. S. DANGER AREAS ON AROOSTOOK SECTIONAL CHART [ NO. NAME ACTIVITY USING AGENCY ALTITUDE TIME | D-80 Presque Isle Cloud Flying & Instrument Training Presque Isle AFB, Maine Above 5,000 Unltd. AR - Airspace Reservation (Prohibited) C - Caution D - Danger W - Warning Altitude given in feet. 6-15-52 . LOSS OF AIRCRAFT PERFORMANCE DURING HOT WEATHER Thin Air Reduces Lift. You get thin air at high altitudes and in hot weather. The hotter the temperature, the thinner the air. Do you realize that Kansas City Airport with an elevation of 744 feet above sea level can have an effective elevation identical to Stapleton Field, Denver, at 5325 feet above sea level, under conditions of extreme heat and low pressure? Do you realize that Brees Airport at Laramie, Wyoming, at 7273 feet above sea leyel, can be above the safe operational al- titude of your aircraft during hot weather? Note: The effective elevation of Brees Airport at 86°F, for example, is 10,250 feet-Caution! The rarified air at higher altitudes lowers the efficiency of engine and propeller, and lessens a plane’s rate of climb. A typical light plane has a maximum rate of climb at sea level of 420 feet per minute, whereas its maximum rate of climb at 5,000 feet altitude is only 225 feet per minute. This plane might be able to clear a 400 foot hill or factory stack located a few miles from a sea level airport, but if the pilot tried it at 5,000 feet, he would smack right into the middle of the obstruction. Remember: Any increase in operating altitude (due to elevation or high temperature) greatly increases take-off and landing roll. BeaeEVEl fF ( — 4 : vy, : fe oe st a nie 2000 2250 THE DISTANCE REQUIRED FOR A TAKE-OFF INCREASES WITH THE ALTITUDE OF THE FIELD 750 1000 1250 1500 V.H.F. OMNI-RANGE (VOR) The V.H.F. omni-range operates within the 112-118 megacycle band. In this band it is relatively free from atmospheric and precipitation static and interference from other radio stations. Furthermore, it is not limited to four courses as is the A-N Tange, but provides definite guidance on any course, to or from the station, the pilot may select. That is why it is called the Omni (Directional) Range. At minimum instrument altitudes the VOR gives reliable indications up to about 50 statute miles (43 nautical miles), depending on enroute terrain. In flying the V.H.F. omni-range, the pilot uses three basic instruments. The first is the Flight Path Deviation Indicator (cross- pointer instrument), the same type used for the visual-aural range (VAR) and the ILS localizer. The vertical needle of this in- strument tells the pilot whether he is right or left of the desired course. The second is an Omni-bearing Selector, manually oper- ated by the rotation of a small knob, by which the pilot selects the course he desires to fly. When the cross-pointer needle is centered, the omni-bearing selector indicates the magnetic bearing of the aircraft either to or from the station. The third is a “TO-FROM” indicator which shows whether the bearing indicated by the Omni-bearing Selector is from or to the station. Furthermore, the “TO-FROM” needle can tell a flier when his aircraft is too far from the VOR or is otherwise receiving a weak signal. In this case the needle points to a red sector instead of TOor FROM, In operation, the pilot selects a course by adjusting the omni-bearing selector to the desired magnetic bearing, and then main- tains it by keeping the cross-pointer needle centered. If the aircraft is correctly aligned with the TO-FROM indications, when the needle swings to the right, for example, it indicates that the course selected lies to the right. For example, an aircraft is due south of a VOR station. If its pilot desires to fly to the station, he sets the omni-bearing selector to indicate 0°. The “TO-FROM” indicator will then point to the word “TO”. As the aircraft passes over the station the “TO-FROM” indicator will point to the word “FROM”. If a turn of 180° is made north of the station, although the vertical cross-pointer needle will again become centered, the ““TO-FROM” indicator will still point to “FROM”. The pilot, however, will now find that he must fly ‘Away from the needle” to stay on course. This shows him that the “‘TO-FROM” indicator is incorrect. So, the pilot now rotates his omni-bearing selector to 180°. After he has done this, the “TO-FROM” indicator shifts to the “TO” position, and flying ‘Toward the needle” will keep him on course. TABLE OF V.H.F. RECEPTION DISTANCES With the increasing use of VHF and UHF frequencies for communication and navigation it appears desirable to publicize the reception distances for these frequencies. They, therefore, are tabulated below: Feet Above Ground Reception Distance** Station* Statute Miles Nautical Miles 500 30 25 1,000 45 40 3,000 80 70 5,000 100 85 10,000 140 120 15,000 175 150 20,000 200 175 *No physical obstruction intervening. **Based on zero elevation of the facility. (Distances to nearest even 5 miles). If you are using a VHF transmitter, remember that its effective range increases with your altitude. Don’t attempt to contact a station unless you are within “line of sight’’. U.S. WEATHER BROADCASTS AND TRANSMISSIONS All continuously operated CAA radio range and radio beacon stations having voice facilities on the range or radio beacon fre- quencies broadcast weather reports and airway information at 15 and 45 minutes past each hour. The 15-minutes past-the- hour broadcast is an “airway” broadcast consisting of weather reports from important terminals located on airway (s) eithin approximately 400 statute miles (350 nautical miles) of the station. The 45-minutes-past-the-hour broadcast is = “area” broadcast consisting of weather reports from locations within the flight information area of the station. The broadcast consists of the local weather report and the latest available surface reports from other locations. Reports more than one hour old are not broadcast. Local winds aloft are broadcast 4 times after the broadcasts at 6:15 and 12:15 A.M., and P.M.,E.S.T. The velocities of winds aloft are broadcast in knots. : wo At selected stations the Weather Bureau provides a local terminal forecast covering the next two hours. This forecast is broad- cast, when available, immediately following the local weather report. Pilots enroute are requested to avoid, if possible, calling airway communications stations at or about 15 and 45 minutes past the hour (which are the scheduled broadcast times) to request weather information, as such calls may delay starting of scheduled broadcasts and cause inconvenience to other persons who are dependent on the broadcasts for weather reports. 5-6-52