Fuel State Awareness In order to increase fuel state awareness, pilots are required to monitor the time and fuel remaining during an IFR flight. For example, on a flight scheduled for one hour or less, the flight crew may record the time and fuel remaining at the top of climb (TOC) and at one additional […]
The criteria for holding pattern airspace is developed both to provide separation of aircraft, as well as obstacle clearance. The alignment of holding patterns typically coincides with the flight course you fly after leaving the holding fix. For level holding, a minimum of 1,000 feet obstacle clearance is provided throughout the primary area. In the
When ATC issues a clearance or instruction, pilots are expected to execute its provisions upon receipt. In some cases, ATC includes words that modify their expectation. For example, the word “immediately” in a clearance or instruction is used to impress urgency to avoid an imminent situation, and expeditious compliance is expected and necessary for safety.
Two-way radio communication failure procedures for IFR operations are outlined in 14 CFR Part 91, § 91.185. Unless otherwise authorized by ATC, pilots operating under IFR are expected to comply with this regulation. Expanded procedures for communication failures are found in the Aeronautical Information Manual (AIM). Pilots can use the transponder to alert ATC to
In addition to acknowledging a handoff to another Center en route controller, there are reports that should be made without a specific request from ATC. Certain reports should be made at all times regardless of whether a flight is in radar contact with ATC, while others are necessary only if radar contact has been lost
Minimum En Route Altitudes (MEAs), Minimum Reception Altitudes (MRAs), Maximum Authorized Altitudes (MAAs), Minimum Obstacle Clearance Altitudes (MOCAs), Minimum Turning Altitudes (MTAs) and Minimum Crossing Altitudes (MCAs) are established by the FAA for instrument flight along Federal airways, as well as some off-airway routes. The altitudes are established after it has been determined that the
Required navigation performance (RNP) is RNAV with onboard navigation monitoring and alerting. RNP is also a statement of navigation performance necessary for operation within a defined airspace. A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational
Waypoints are predetermined geographical locations that are defined in terms of latitude/longitude coordinates or fixes, used to define an RNAV route or the flight path of an aircraft employing RNAV. Waypoints may be a simple named point in space or may be associated with existing NAVAIDs, intersections, or fixes. A waypoint is most often used
An integral part of RNAV using en route charts typically involves the use of airborne navigation databases. Because GPS receivers are basically “to-to” navigators, they must always be navigating to a defined point. On overlay approaches, if no pronounceable five-character name is published for an approach waypoint or fix, it has been given a database
There are three fixed route systems established for air navigation purposes. They are the Federal airway consisting of VOR (low victor airways, high jet routes), NDB (low or medium frequency) and the RNAV route system. To the extent possible, these route systems are aligned in an overlying manner to facilitate transition between each. The majority
