NORTH AND SOUTH AMERICA - CNATRA - The US Navy

3-18 CHILE
3. NORTHERN TRACK SYSTEM - In order to accommodate the
flow of air traffic efficiently, in an area of few navigational aids, a
Northern Track System has been established within the Northern
Control Area (NCA), with some extensions into the Southern
Control Area, to interact with the established airway system. The
track system is designed primarily for use by the air carrier
operators on international flights between Europe and Western
North America. As these operators are using aircraft certified to
NAT MNPS standards the NCA tracks are designated as
extending upward from FL280. This track system consists of
several Primary Tracks, so established as to provide lateral
separation between aircraft on different tracks and to allow for
the application of the Mach number technique. In addition, there
are also secondary Lateral Tracks to facilitate transition between
the Primary Tracks. Both Primary (designated by phonetic letter)
and Lateral (designated by number) Tracks are depicted on
Canada FLIP Enroute High Altitude Charts HE1, 2 and 3. Pilots
may flight plan via these tracks at any time and are encouraged
to do so if their Minimum Time Track through the NCA is close to
one of the established tracks.
4. ARCTIC TRACK SYSTEM - In order to accommodate the
flow of air traffic efficiently, in an area of few navigational aids, an
Arctic Track System has been established within the Arctic
Control Area (ACA), with a short extension into Alaskan airspace,
to interact with the established airway system. This track system
consists of four tracks (designated by phonetic letters) designed
to provide lateral separation between aircraft and to facilitate the
application of the Mach number technique by ATC as necessary
to maintain longitudinal separation. Pilots may flight plan via
these tracks at any time and are encouraged to do so if their
Minimum Track Time through the ACA is close to one of the
established tracks. See Canadian FLIP Enroute High Altitude
Chart HE1 and inset on HE2 for depiction of the Arctic Track
System.
5. COMMONLY USED ROUTES IN WINNIPEG/MONTREAL
FIRs - To alleviate convergence of traffic in the Winnipeg/Red
Lake area for international flight operating between the
midwest/W US and points in Europe, a system of commonly used
routes is designated in Canadian Domestic High Level Airspace
from 18,000’ MSL and above. These routes provide for optional
flight planning over several pre-planned/fixed routes through the
Winnipeg FIR to and from approximately W70° longitude in the
Montreal FIR and are depicted, with their phonetic designators,
on Canada FLIP Enroute High Altitude Charts HE1, 3 and 4. It is
not mandatory to flight plan these routes, however, ATC may
clear aircraft on the routes if traffic conditions warrant. Pilots may
flight plan to or from the Winnipeg VORTAC through the Portage
Military Flying Area and the Portage Military Terminal Control
Area at FL330 and above.
(NAV CANADA/GPH 204, CH 5, SEC 3)
ADDITIONAL INFORMATION
1. MARKINGS FOR FUR AND POULTRY FARMS - Noise from
low flying rotary and fixed wing aircraft can cause serious
economic loss to fur and poultry farmers. Such farms are marked
by chrome yellow and black watch towers on top of buildings or
barns. In addition, a red flag may be flown from a low mast. Any
locations so marked should be avoided with special vigilance
maintained during the months of February, March, April and May.
(SPEC/RAC 1-14)
2. MIGRATORY BIRDS AND GAME ANIMALS - All pilots flying
aircraft in the North Country should realize the importance of
birds/animals in relation to the native welfare and the damage
(serious disorganization and broken bones) that can result when
frightened by aircraft. Therefore, diligent care should be
exercised to avoid low overflight of bird nesting/harvest areas -
particularly geese. When in vicinity of herds of caribou, moose,
muskox or reindeer, pilots should not fly at an altitude less than
2000’ AGL with a corresponding increase for larger/noisier
aircraft.
(SPEC/RAC 1-14)
CHILE
NATIONAL PROCEDURES
GENERAL INFORMATION/FIR/UIR
COVERAGE - This entry includes Antofagasta FIR, Puerto
Montt FIR, Punta Arenas FIR, Santiago FIR.
DIMENSIONAL UNITS - ICAO Table except:
1. ALTITUDE, ELEVATION AND HEIGHT - Feet.
(SPEC/GEN 1.9)
ALTIMETER SETTING PROCEDURES - Standard.
VERTICAL SEPARATION - Semi-circular.
NOTE: Magnetic headings in the Table of Cruising Levels for Chile
do not correspond with those in the ICAO Table of Cruising Levels
(except within the Pascua FIR). Odd is between 030° and 209°.
Even is between 210° and 029°. The transition will be within
Chilean airspace for international flights arriving or departing from
Chile.
(SPEC/ENR 1.7-3)
POSITION REPORTING - Standard.
Standard.
Standard.
VISUAL FLIGHT RULES
INSTRUMENT FLIGHT RULES
RVSM RULES - Standard.
FLIGHT PLANNING
ROUTE AND AREA RESTRICTIONS -
(AFFSA/AFFSA FIL 04-657)
1. All general aviation and civil transport aircraft are restricted
from flying over Santiago City except for landing and takeoff.
(SPEC/RAC 4-4-2)
2. All international flights between the Chilean/Argentinian
border should file IFR flight plans and fly in controlled airspace.
(SPEC/AD 2.8-11)
3. Unless expressly authorized by the Air Traffic Service or
unless the airport pattern requires, the following will be
considered restricted areas: