Approaches Flashcards
What are the 3 route systems established for air navigation?
- Federal Airways (AIM 5-3-4)
- RNav route system
- Jet route system
What are the 2 types of Aiway system?
- Based on VOR (VHF) –> outbound radial
- Based on NDB (L / M / HF) –> inbound bearing
Define TEC
Tower Enroute Control: Tower En Route Control (TEC) is an ATC program that uses overlapping approach control radar services to provide IFR clearances. By using TEC, a pilot is routed by airport control towers. Some advantages include abbreviated ling procedures and reduced traf c separation requirements. TEC is dependent upon the ATC’s workload, and the procedure varies among locales.
What is OROCA? ORTCA?
OROCA: Off Route Obstacle Clearance Altitude
- Mountainous 2,000 above highest obstacle and 4NM horizontal clearance
- Non-Mountainous 1,000 above highest obstacle and 4NM horizontal clearance
ORTCA: Off Route Terrain Clearance Altitude
- 3,000 above highest obstacle and 4NM horizontal clearance
What is the difference between green and brown airports?
- Green have SIAP or at least 3,000 feet of concrete runway
- Brown brown airport symbol denotes airports that do not have instrument approaches
What is the difference between green and brown airports?
- Green have SIAP
- Brown airport symbol denotes airports that do not have instrument approaches and have a minimum 3,000 feet hard surface runway
What is:
- MEA
- MOCA
- MRA
- MCA
- MAA
- COP
- MEA: Minimum Enroute Altitude ensures clearance from terrain + signal coverage; doesn’t ensure radio coverage
- MOCA: Minimum Obstacle Clearance Altitude ensures clearance from terrain + signal up to 22 NM
- MRA: Minimum Reception Altitude identifies the lowest altitude at which an intersection can be determined from an off-course NAVAID.
- MCA: Minimum Crossing Altitude is charted when a higher MEA route segment is approached. The MCA is usually indicated when a pilot is approaching steeply rising terrain and obstacle clearance and/or signal reception is compromised. In this case, the pilot is required to initiate a climb so the MCA is reached by the time the intersection is crossed. On AeroNav Products charts, the MCA is indicated by the symbol , and the Victor airway number, altitude, and the direction to which it applies (e.g. “V24 8000 SE”).
- MAA: Maximum Authorized Altitude (MAA) is the highest altitude at which the airway can be own with assurance of receiving adequate navigation signals.
- COP: changeover points (COPs) are depicted on the charts by this symbol . The numbers indicate the distance at which to change the VOR frequency. The frequency change might be required due to signal reception or con icting frequencies. If a COP does not appear on an airway, the frequency should be changed midway between the facilities. A COP at an intersection may indicate a course change
What is a DP?
Departure Procedure - Covers ODP and SID (AIM 5-2-7)
Instrument departure procedures are preplanned IFR procedures that provide obstruction clearance from the terminal area to the appropriate en route structure and provide the pilot with a way to depart the airport and transition to the en route structure safely. Pilots operating under 14 CFR part 91 are strongly encouraged to le and y a DP when one is available. The use of a DP requires pilot possession of at least the textual description of the approved DP.
If a pilot does not possess a preprinted DP or for any other reason does not wish to use a DP, he or she is expected to advise ATC. Noti cation may be accomplished by ling “NO DP” in the remarks section of the led ight plan or by advising ATC.
Both types of DPs provide obstacle clearance protection to aircraft in instrument meteorological conditions (IMC), while reducing communications and departure delays. DPs are published in text and/or charted graphic form. Regardless of the format, all DPs provide a way to depart the airport and transition to the en route structure safely. When possible, pilots are strongly encouraged to le and y a DP at night, during marginal visual meteorological conditions (VMC) and IMC.
All DPs provide obstacle clearance provided the aircraft crosses the end of the runway at least 35 feet AGL; climbs to 400 feet above airport elevation before turning; and climbs at least 200 feet per nautical mile (FPNM), unless a higher climb gradient is speci ed to the assigned altitude. A TC may vector an aircraft off a previously assigned DP; however, the 200 FPNM or the FPNM speci ed in the DP is required.
Textual ODPs are listed by city and airport in the IFR Take- Off Minimums and DPs section of the TPP. SIDs are depicted in the TPP following the approach procedures for the airport.
- ODP: Obstacle Departure Procedure, printed either textually or graphically. ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure and may be flown without ATC clearance. ODPs are found in section C of TPPs, along with “IFR Take-off Minimums”.
- SID: Standard Instrument Departure, always printed graphically. SIDs are ATC procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID. SIDs are collocated with the approach procedures for the applicable airport.
How to take off when there is no control tower?
The pilot should telephone the ight plan to the nearest ATC facility at least 30 minutes before the estimated departure time. If weather conditions permit, depart VFR and request IFR clearance as soon as radio contact is established with ATC.
If weather conditions make it undesirable to fly VFR, telephone clearance request. In this case, the controller would probablyissueashort-rangeclearancependingestablishment of radio contact and might restrict the departure time to a certain period. For example:
“Clearance void if not off by 0900.”
Search and Rescue would be launched after 30mn past allocated time if no departure, postpone or cancellation of the flight plan has occurred.
What do you need to fly a SID?
- A printed copy of the procedure
- A clearance from ATC
What is “Cruise Clearance”?
A stack of allowable altitudes left to the pilot’s discretion and an approval for the approach.
The term “cruise” in this clearance means a pilot is authorized to fly at any altitude from the minimum IFR altitude up to and including the given altitude and may level off at any altitude within this block of airspace.
What is VFR-on-top?
Being allowed by ATC to fly VFR above a layer of cloud according to VFR rules but still under the IFR flight plan with compulsory reporting points.
When operating in VFR conditions with an ATC authorization to “maintain VFR-on-top/maintain VFR conditions,” pilots on IFR ight plans must:
1. Fly at the appropriate VFR altitude as prescribed in 14 CFR part 91.
2. Comply with the VFR visibility and distance-from- cloud criteria in 14 CFR part 91.
3. Comply with IFR applicable to this ight (minimum IFR altitudes, position reporting, radio communications, course to be own, adherence to A TC clearance, etc.).
What is Pop-up-clearance?
An IFR flight plan asked while airborne after having departed VFR.
What is GCMARTHAP?
- G – GPS setup, App loaded or activated through the appropriate fix.
- C - Compass aligned with HSI.
- M - Missed approach procedure.
- A - ATIS/Altitude (approach plate).
- R - Radio and radials (GPS, com/nav frequencies).
- T - Time (from FAF to MAP).
- H - Heading (approach plate).
- A - ATIS/Altitude (approach plate).
- P - Pre-landing checks (no more than 3 miles from FAF)
What is SIAP?
Standard Approach Instrument Procedure - STAR: Standard Terminal ARrival - ILS - LOC - RNAV - MLS - Radar Approach Control: * ASR (Airport Surveillance Radar) Provides range and heading guidance but no elevation data; non precision * PAR (Precision Approach Radar) Provides horizontal and vertical guidance; precision
