Airway and Holds

Question 1

Different types of airways

Answer 1

(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

Question 2

Unpublished RNAV routes

Answer 2

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

Question 3

Width of airways

Answer 3

4nm each side of centerline

Question 4

Min obstacle clearance of IFR altitudes

Answer 4

Non-Mountainous area: 1000 AGL
Mountainous area: 2000 AGL

Question 5

COP

Answer 5

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)

Question 6

When is holding issued?

Answer 6

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

Question 7

Standard hold

Answer 7

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.

Question 8

Holding speed limits

Answer 8

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

Question 9

Holding instructions will include

Answer 9

1. Direction of holds from fix (Cardinal directions)
2. Fix to hold at
3. Radial, course, bearing, airway to hold on
4. Leg length (miles or minutes)
5. Direction of turn if not right
6. EFC and delay information

Question 10

Entry procedures

Answer 10

Suggested entries to create the simplest entry with least amount of turns and shallowest turning angles
1. Direct
2. Parallel
3. Teardrop

Question 11

MEA

Answer 11

Minimum Enroute Altitude
Ensures obstruction clearance and navigation signal.
Communication is not guaranteed.
“MEA GAP” indicates breaks in signal coverage

Question 12

MOCA

Answer 12

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)

Question 13

MRA

Answer 13

Minimum Reception Altitude
Identifies lowest altitude at which an intersection can be determined from an off-course NAVAID

Question 14

MCA

Answer 14

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)

Question 15

MAA

Answer 15

Maximum Authorized Altitude
Highest altitude which the airway can be flown to assure receiving adequate navigation signal (MAA-5000)

Question 16

Sidways T symbol on chart

Answer 16

Indicates that an altitude change on a segment

Question 17

OROCA

Answer 17

Off Route Obstruction Clearance Altitude
Altitude which guarantees obstruction clearance of 1000 or 2000 but does not guarantee navigational or communication signal

Question 18

When planning a random IFR route, the rule of thumb to avoid restricted and prohibited areas is

Answer 18

3nm

Question 19

GPS Substitutions

Answer 19

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

Question 20

Purpose of Preferred IFR routes?

Answer 20

To increase system efficiency and capacity

Question 21

Purpose of TEC routes?

Answer 21

To reduce the work load of TRACON

Question 22

What must you do if GPS RAIM is lost while en route?

Answer 22

Advice ATC immediately and actively monitor required alternative navigation system

Question 23

Is an alternative means of navigation requried?

Answer 23

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.