![]() To determine the MCA seen on an en route chart, the distance from the obstacle to the fix is computed from the point where the centerline of the en route course in the direction of flight intersects the farthest displacement from the fix. These may include aircraft speed, the amount of turn versus NAVAID distance, flight track, curve radii, MEAs, and MTA. ![]() Many factors enter into the construction and application of the turning area to provide pilots with adequate obstacle clearance protection. This does not violate the requirement to fly the centerline of the airway. The turn area provides obstacle clearance for both turn anticipation (turning prior to the fix) and flyover protection (turning after crossing the fix). ![]() Since turns at or after fix passage may exceed airway and route boundaries, pilots are expected to adhere to airway and route protected airspace by leading turns early before a fix. When a change of course on VHF airways and routes is necessary, the en route obstacle clearance turning area extends the primary and secondary obstacle clearance areas to accommodate the turn radius of the aircraft. When a VHF airway or route terminates at a NAVAID or fix, the primary area extends beyond that termination point. Minimum turning altitude (MTA) is a charted altitude providing vertical and lateral obstruction clearance based on turn criteria over certain fixes, NAVAIDs, waypoints, and on charted route segments. When climbing to a higher minimum IFR altitude (MIA), pilots must begin climbing immediately after passing the point beyond which that minimum altitude applies, except when ground obstructions intervene, the point beyond which that higher minimum altitude applies must be crossed at or above the applicable MCA for the VOR. If both a MEA and a MOCA are prescribed for a particular route or route segment, pilots may operate an aircraft below the MEA down to, but not below, the MOCA, only when within 22 NM of the VOR. In any other case, an altitude of 1,000 feet above the highest obstacle within a horizontal distance of 4 NM from the course to be flown must be maintained as a minimum altitude. Except when necessary for takeoff or landing, pilots may not operate an aircraft under IFR below applicable minimum altitudes, or if no applicable minimum altitude is prescribed, in the case of operations over an area designated as mountainous, an altitude of 2,000 feet above the highest obstacle within a horizontal distance of 4 NM from the course to be flown. A proper approach briefing followed by a check for glide slope movement would have prevented this mishap.For IFR operations, regulations require that pilots operate their aircraft at or above minimum altitudes. They flew a perfectly good airplane into the ground with the wrong ILS frequency tuned. There are more than a few examples of where standardized call outs on approach would have save the day, but pay particular note to GIII N85VT at Houston.
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