I noticed on the N601 airway up to Scotland, the MEA is increased during the day time (from FL100 to FL140) which is easy to miss. I was wondering if this is a common occurence?
Autorouter seemed to plan and file this airway in the route even though I ended up being below MEA for part of the journey!
Roger wrote:
easy to miss
Indeed, the time variable lower bound is not coded in the eurocontrol database for N601.
Roger wrote:
I was wondering if this is a common occurence?
I’ve only noticed this in Scotland, but there, it seems common.
What’s MEA?
Minimum Enroute Altitude. It’s the lowest altitude for an airway and ensures that you won’t hit anything when following the airway plus that you can either receive the navaids that define the airway (eg. VORs) or that you can be seen by RADAR.
ensures that you won’t hit anything when following the airway plus that you can either receive the navaids that define the airway (eg. VORs) or that you can be seen by RADAR.
Not quite. Airway MEAs are also often determined by the airspace structure.
Thanks, chaps!
I had the same thing happen on P18 to Scotland a couple of weeks ago. Chucked into G for about 30 miles. London Info were fine about co-ordinating my clearance back into the airway 10 minutes later, but it all seems a bit daft. How is one supposed to know about these temporary changes? Is it in any publication? The FPL was validated by Eurocontrol with no issue.
boscomantico wrote:
Not quite. Airway MEAs are also often determined by the airspace structure.
It’s frequently quite possible to fly DCT between waypoints below the MEA.
Not quite. Airway MEAs are also often determined by the airspace structure.
Exactly. MOCA is the lowest obstacle clearance altitude. MRA is the lowest altitude at which you can receive the navaids.
Outside airways MORA is the minimum off-route altitude.
In Europe, airway MEA is usually the lowest of
It’s frequently quite possible to fly DCT between waypoints below the MEA.
With various caveats…
