Airway and Holds Flashcards
Different types of airways
(V) Vicktor: VOR&L/MF 1200AGL - 17,999MSL
(T) Low-RNAV: 1,200AGL - 17,999MSL
(Q) High-RNAV: FL180 - FL450
(J) Jet: VOR/VORTAC FL180 - FL450
Unpublished RNAV routes
Direct routes
Only aircraft being radar monitored may fly, unless the aircraft is GNSS-equipped and route can be recalled from the aircrafts nav database
Width of airways
4nm each side of centerline
Min obstacle clearance of IFR altitudes
Non-Mountainous area: 1000 AGL
Mountainous area: 2000 AGL
COP
Change over point
Point along route between two navigation facilities which guidance should be changed.
Normally located midway, if not, chart will depict point with milage.
COPs are established for purpose of preventing loss of navigation, prevent frequency interference, and prevent use of different facilities by different aircraft in the same airspace (keeping aircraft on the same nav source within a certain area gives confidence that they are navigating with the same source, vs using different sources may end in conflict)
When is holding issued?
Whenever a delay is expected.
The clearance to hold must include:
1. Full hold instructions (unless depicted)
2. An EFC and
3. Estimate of additional delay
Standard hold
Right turns are standard
14,000MSL and below: 1 minute legs (total of 4)
14,000MSL and above: 1.5 minute legs (total of 6)
One minute legs and one minute turns
Timing for outbound leg begins over/abeam the fix, whichever occurs later. If unable to determine, timing starts when wings level.
The outbound leg should be dictated in order to achieve the standard inbound leg.
These dimensions and spacing are established to establish protected airspace.
Holding speed limits
Unless otherwise noted on the charts
Up to 6,000: 200 IAS
6,001 to 14,000: 230 IAS
14,001 and above: 265 IAS
Holding instructions will include
- Direction of holds from fix (Cardinal directions)
- Fix to hold at
- Radial, course, bearing, airway to hold on
- Leg length (miles or minutes)
- Direction of turn if not right
- EFC and delay information
Entry procedures
Suggested entries to create the simplest entry with least amount of turns and shallowest turning angles
1. Direct
2. Parallel
3. Teardrop
MEA
Minimum Enroute Altitude
Ensures obstruction clearance and navigation signal.
Communication is not guaranteed.
“MEA GAP” indicates breaks in signal coverage
MOCA
Minimum Obstruction Clearance Altitude
Ensures obstruction clearance and navigation signal reception only within 22nm (25sm) of the closest NAVAID.
Communication is not guaranteed
Listed with a * (*3000)
MRA
Minimum Reception Altitude
Identifies lowest altitude at which an intersection can be determined from an off-course NAVAID
MCA
Minimum Crossing Altitude
When a higher MEA segment is approaching, usually indicates that steeply rising terrain or obstruction is being approached, and/or signal reception is compromised.
Pilot is required to reach MCA by the time of crossing the intersection.
Direction to which it applies is noted (V24 8000 SE)
MAA
Maximum Authorized Altitude
Highest altitude which the airway can be flown to assure receiving adequate navigation signal (MAA-5000)
Sidways T symbol on chart
Indicates that an altitude change on a segment
OROCA
Off Route Obstruction Clearance Altitude
Altitude which guarantees obstruction clearance of 1000 or 2000 but does not guarantee navigational or communication signal
When planning a random IFR route, the rule of thumb to avoid restricted and prohibited areas is
3nm
GPS Substitutions
GPS certified for IFR ops may be used to substitute for ADF and DME during the following operations
1. Determining position over DME fix (which includes en route ops at and above FL240)
2. Flying DME arc
3. Flying TO/FROM an NDB/compass locator
4. Determining position over NDB/compass locator
5. Determining position over a fix defined by an NDB/compass locator crossing a VOR/LOC course
6. Holding over an NDB/compass locator
Purpose of Preferred IFR routes?
To increase system efficiency and capacity
Purpose of TEC routes?
To reduce the work load of TRACON
What must you do if GPS RAIM is lost while en route?
Advice ATC immediately and actively monitor required alternative navigation system
Is an alternative means of navigation requried?
If flying with a un-augmented GPS (non-waas) you must be equipped with an alternative means (VOR, DME, etc).
Monitoring of this alternative is not required if the GPS has RAIM capability.
