Minimum Sector Altitude (MSA) - [How To Keep The Separation From The Terrain At All Times].
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- Опубликовано: 22 дек 2020
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In this video, we are going to talk about the MINIMUM SECTOR ALTITUDE (MSA).
The Minimum Sector Altitude is an area, normally close to your destination or departure Airport, that guarantees a minimum vertical separation from the obstacles of 1000 feet.
The MSA area is a circle of 25 nm radius that has a reference in the center, which could be your Airport or a ground station such as a vor,
So, if you are within this area, and you are not sure about your position, you can climb to the Minimum Sector Altitude and you will be separated from the terrain and the obstacles.
This information is extremely useful when flying IFR in Instrumental Meteorological Condition.
Within a specific MSA you can have different sectors with different minimum altitudes.
This happens when you have different orography around the Minimum Sector Altitude reference.
So, it is very important that you know in which sector of the MSA you are at all times especially in IMC.
You can find the Minimum Sector Altitude information on the IFR charts, normally, on the top right there is a square with a circle and that is your MSA.
In order to read the MSA of your Airport correctly, you first need to identify the reference. If you look below the circle you will find out what is the Minimum Sector Altitude reference.
Once you know the reference, you simply need to check which sector or sectors you will fly in and read the MSA applicable to you.
When you are under Radar Contact the Air Traffic Controllers can vector you below the MSA, this is fine, however, always make sure you know your MSA, and if you are not sure about your position challenge the controller.
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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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Comment below with your questions and thoughts!! Happy landings
Perfect!!Thank you captain!!
You are welcome!! Have a great day!
Best chanel for future pilots. Happy that i found it.:) Wish you all the best
Great to have you here!! You are welcome!!!
Great video! Thank you!
You're very welcome
Thank you for this great video. Subscribed.
No problem! Welcome on-board👌
Thanks a lot captain!
Thanks for your support!!
Thank you sir!
You are more than welcome!
Fantastico ! I’m gonna be a pilot one day. ! Grazie ! 😂
Great Explaination. Thanks
You are more than welcome!! I'm glad you liked the video!!
also a video on ram air and maybe the bleed and pack systems would be amazing many thanks
Hey, Many thanks for watching!!
I will take your request into consideration! I just bought a powerful computer that will allow me to show the systems better!
Have a great day
Gabriele
Pilotclimb
Very Good Effort sir. Keep it up
Thanks for watching!
Thank you Captain. Love your videos.
Can you make a video about how to compute single engine approach climb gradient for b737.
Hey, many thanks for watching!!! I'm happy you liked the video!!
Your video request is very interesting.. I will take your request into consideration!!!
I wish you a great day
Gabriele
Pilotclimb
Hi, I am wondering, what is the difference between MSA and Grid MORA?
Anyway, thank you for your great content! It is really helpful for clarifying many things during my preparation for ATPL exams! :)
Hello, thanks for the video! I learned exactly what I needed from this video. One request...On a lot of the STARs they list a PAPI system. I fully understand what the PAPI is, but what confuses me is what is written above PAPI but in the same box. It seems to have different configurations, like PAPI alsf II. What does that mean? Thanks!
Many thanks for watching!! I'm glad the video helped you.. that part above the Papi info regards the approach lighting system (the lights you see on short final before the runway threshold).. depending on the type of those lights you have different information.. ALSF 2 is Approach Light System Flashing type 2.. 👍
Hello! Thanks for the video. Hot few questions: 1. During vectoring on approach we are flying at 5000 feet, MSA is 4000 feet. Then ATC cleares us direct to IAF and descent to 3000 feet. As we are no longer under radar control, may we descent to 3000 feet towards IAF? 2. The same situation, but ATC cleares us to fly direct VOR and then to commence an approach. Thank you!
You are welcome!! If you lose radar contact you should climb back to the MSA, unless you have been clear for a visual approach and you have the visual reference. Under radar contact you can descend below MSA.
Thank you very much !
Just one question though,
if you’re doing an approach in a mountainous airport without a STAR and for some reason you don’t have radar vectors from ATC, (so no vertical guidance aid at all)
How would you transition from the MSA into your IAF altitude to start the vor/dme approach for example without the terrain being a concern?
Thank you very much in advance!
You are very welcome!! In that case you could join the holding where the procedure starts, you get to the holding flying above MSA and once in the holding you descend and start the approach
Hope you explain vfr should be flown at a height less than 1000 ft above the highest obistacle within a radius 600 m of the aircraft
Will you please make a video explaining altitudes, pressure, QNH, QFE, QNE etc in details?
Hi, I made a lot of videos about that, check the altimeter setting playlist on my channel
Hi Captain, how do we call out the MSA during a briefing ? Example for OST VOR NDB ; "MSA in the SECTOR between 220° and 310° 5200feet , between 220° and 120° 3300feet .. and so on" it seems like a lot of information talking and in the short time we have during a flight i tend to just call out the MSA for the Sector we might fly for the final approach course but i'm not sure if it is right that way. Please let me know your opinion. How one should read it out correctly ? Greetings !
I usually brief the location of the highest MSA and the sector that we will fly into. Great question
@@PILOTCLIMB Many thanks Captain ! Have a nice weekend 👍
Hello Captain
Thank you for the video.
Concerning this topic i have a question.
I checked the chart of GMMW airport Nador in morocco.
The chart shows that the MSA is from a VOR (ARI Nador) which is in the center of the airport.
The VOR (ARI Nador) has a MSA of 9000ft.
So that means, according to your comment that the radius from the ARI VOR with the MSA of 9000ft is 25NM, right?
The MSA has also a note that informs that within a radius of 15NM the MSA is only 5000ft.
So my question is, what if i exceed the 15NM radius. How fast do i have to climb to 9000ft?
I mean i have to climb +4000ft to be in the valid MSA of 9000ft.
I think it was chart 11-1 of GMMW if you should have access to the chart.
Hey, I hope you are doing great!! Many thanks for watching!!
Yes the MSA around ARI is 25nm radius, then within 15 nm you have a different MSA (5000feet).
So, is you are flying IFR and following the standard routing (SIDs, STARs and Approach) you will be clear of the terrain, because they have a protection area, even if you are flying below the MSA.
Under radar control, the ATC can help you with terrain separation by providing you vectors.
If you are flying VFR you can separate visually from the terrain,
The worse case is, if you are in IMC (you don't see outside due to low visibility) and you are not sure about your position. Then yes, you should climb to the MSA quickly, if you are on the 5000feet area, you can climb to 9000feet in a holding.
By doing so you will climb to 9000feet in the sector of 5000feet and than you can continue.
Let me know if I have answered your quesiton.
I wish you a great day
Gabriele
Cool, thank you very much. I could understand everything.
What does Autoland Downgraded mean! As I saw a sticker with this caption in the cockpit of Airbus A321.
It means either that the autoland function is not available or that can autoland under specific conditions
One qeustion; the MSA 's in the example overlap eachother but they both have different minimum altitudes. Or are the sectors more than 50NM apart from eachother?
And why is there no MSA arround the airport? Seems to me that this would be very usefull.
Hope to hear from you, Thanks for the video!
Hey, Many thanks for watching!!! I hope you are doing great!
Sometimes the distances on the charts are not to scale, however, it all depends on the position of the highest obstacle of that MSA sector.
For example, If the obstacle is close to the reference station it will affect the whole MSA sector.
So, even if two MSA are overlap they might have different SECTORs because the obstacle might be within one MSA but not within the other.
Let me know if I answered your questions! Have a great weekend!
Check, grazie!
What is confusing to me is I see the MSA at one altitude and the procedure turn or hold in lieu of procedure is much lower. Where does the MSA become safe to descend to the minimum altitude as depicted on the profile of the approach chart? The fix where the MSA encircles is the waypoint depicting the hold in lieu of procedure turn fix.
Great Question, As long as you follow the procedure (STAR or Holding) you can descent to the minimum altitude indicated in the chart. If you are outside the procedure you want to know which the safe altitude, thus you check the MSA for that area.
@@PILOTCLIMB Thank you for the response. I guess to clarify my question, the MSA let’s say is 3100 feet around 25 miles of the holding fix. You penetrate at the 25 mile point at 3100 feet but you need to descend to 2500 feet which is the holding altitude. now you’re traveling 25 miles within the circle no matter what direction you are approaching to fix. How are you supposed to use the MSA if you are descending below it within the circle in encompasses? I gather the MSA means to stay at or above that altitude if communication is lost and you are within 25 miles of the fix. My best guess would be to fly to the fix at the higher altitude and hold while descending to the initial approach altitude. However, ATC may not like this because you’re supposed to do a course reversal and not a hold.
can you please make a video on Rnp approaches and rnp in general?
also whats the difference between OCH and OCA ?
Hey, Many thanks for watching!!
I will do a video about the RNP approached!!
The difference between the OCH and OCA is that one is an altitude (ocA) and the other one is a Height (ocH).
The OCA/H provides you with the minimum separation from the obstacles on an Approach, basically, they tell you how low can you go during the approach.
So as you can see the MSA is terrain/obstacle separation within a specific area, while the OCH/A is the minimum terrain/obstacle separation of your final approach.
The OCH/OCA are lower than the MSA.
Let me know if I answered your question!
I wish you a great day
Gabriele
Pilotclimb
@@PILOTCLIMB oh is that as the MSA doesn’t apply to the straight In approach as if the MSA was 3000 if you couldn’t go below it on approach you would never land there so the OCA/H just is like the MSA but for the approach not the area around , enjoy the holidays 👍
@@tomharper8402 Yes, you are right!!
Have a great day!
Gabriele
Pilotclimb
I think OCH and OCA need a video.
@@ahmedsmart1120 I understand it now it’s fine for me at least
So every single sector within 25NM, Or the entire circle from the reference point within 25NM.?
The radius of the MSA Circle is 25NM
In welchen Sektor ? 🤓