Section 1
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Overlapping Airspace Designation
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Cards (128)
Section 1
(50 cards)
Overlapping Airspace Designation
When overlapping airspace designations apply to the same airspace, the operating rules associated with the more restrictive airspace designation applies. (FAR 71.9)
Military NOTAMs
NOTAMs pertaining to USAF, USA, USMC, and USN navigational aids/airports.
Restricted Areas
Restricted areas contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. ATC facilities apply the following procedures when aircraft are operating on an IFR clearance (including those cleared by ATC to maintain VFR-on-top) via a route which lies within joint-use restricted airspace: 1. If the restricted area is not active and has been released to the controlling agency (FAA), the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance to do so. 2. If the restricted area is active and has not been released to the controlling agency (FAA), the ATC facility will issue a clearance which will ensure the aircraft avoids the restricted airspace unless it is on an approved altitude reservation mission or has obtained its own permission to operate in the airspace and so informs the controlling facility. (AIM 3-4-3)
Class D Airspace
Generally, Class D airspace extends upward from the surface to 2,500 ft MSL above the airport elevation surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures. Where a Class D surface area is part time, the airspace may revert to either a Class E surface area or Class G airspace. When a part-time Class D surface area changes to Class G, the surface area becomes Class G airspace up to, but not including, the overlying controlled airspace. (AIM 3-2-5)
Precision Approach Path Indicator (PAPI)
The precision approach path indicator (PAPI) uses light units similar to the VASI but are installed in a single row of either 2 or 4 light units. These lights are visible from about 5 miles during the day and 20 miles at night. The visual glide path of the PAPI typically provides safe obstruction clearance within +/- 10 degrees of the extended runway centerline and to 3.4 nm from the runway threshold. (AIM 2-1-2)
Class G Airspace
Class G airspace (uncontrolled) is that portion of airspace that has not been designated as Class A, B, C, D, or E.
Deviation during an Emergency
When an ATC clearance has been obtained, no PIC may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. Except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions, that pilot shall immediately request reclarification from ATC. Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. Each PIC who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates to from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible. Each PIC who is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hrs to the manager of that ATC facility, if requested by ATC. Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes. (FAR 91.123)
Class B Airspace - Operating Rules and Pilot/Equipment Requirement for VFR Operations
Regardless of weather conditions, an ATC clearance is required prior to operating within Class B airspace. Pilots should not request a clearance to operate within Class B unless the following requirements are met: - Aircraft must be equipped with operable two-way radio capable of communicating with ATC - Pilot-in-Command must hold at least a private pilot certificate. - An operable radar beacon transponder with automatic altitude reporting equipment.
Prohibited Areas
Prohibited areas contain airspace of defined dimensions identified by an area on the surface of the earth within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. (AIM 3-4-2)
Pilot Control of Airport Lighting
Radio control of lighting is available at selected airports to provide airborne control of lights by keying the aircraft's microphone. Control of lighting systems is often available at locations without specified hours for lighting and where there is no control tower or FSS or when the tower or FSS is closed. All lighting systems which are radio controlled at an airport, whether on a single runway or multiple runways, operate on the same radio frequency. 3 clicks = low intensity, 5 clicks = medium intensity, 7 clicks = high intensity. Even when lights are on, always key the mike when overflying an airport of intended landing or just prior to entering the final segment of the approach. This will ensure the aircraft is close enough to activate the system and a full 15 minutes lighting duration is available. (AIM 2-1-9)
Warning Area
A warning area is airspace of defined dimensions, extending from three nautical miles outward from the coast of the U.S., that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both. (AIM 3-4-4)
Class C Airspace Equipment
Two-way radio and unless otherwise authorized by ATC, an operable radar beacon transponder with automatic altitude reporting equipment. (AIM 3-2-4)
Runway End Identifier Lights (REIL)
REILs are installed at many airfields to provide rapid and positive identification of the approach end of a particular runway. The system consists of a pair of synchronized flashing lights located laterally on each side of the runway threshold. REILs may be either omnidirectional or unidirectional facing the approach area. They are effective for: a. Identification of a runway surrounded by a preponderance of other lighting. b. Identification of a runway which lacks contrast with surrounding terrain. c. Identification of a runway during reduced vis. (AIM 2-1-3)
VFR Flights in Class B Airspace
1. Arriving aircraft must obtain an ATC clearance prior to entering Class B airspace and must contact ATC on the appropriate frequency, and in relation to geographical fixes shown on local charts. Although a pilot may be operating beneath the floor of the Class B airspace on initial contact, communications with ATC should be established in relation to the the points indicated for spacing and sequencing purposes. 2. Departing aircraft require a clearance to depart Class B airspace and should advise the clearance delivery position of their intended altitude and route of flight. ATC will normally advise VFR aircraft when leaving the geographical limits of the Class B airspace. Radar service is not automatically terminated with this advisory unless specifically stated by the controller. 3. Aircraft not landing or departing the primary airport may obtain an ATC clearance to transit the Class B airspace when traffic conditions permit. Such VFR traffic are encouraged to operate at altitudes above or below the Class B airspace or transit through established VFR corridors. Pilots operating in VFR corridors are urged to use frequency 122.750 MHz for the exchange of aircraft position information.
Mode C Veil
The airspace within 30 nm of Class B airports from the surface upward to 10,000 ft MSL, unless ATC authorized, must be equipped with automatic pressure altitude reporting equipment having Mode C capability. (AIM 3-2-3)
Class A Airspace
Generally that airspace from 18,000 ft MSL up to and including FL600, including the airspace overlying the waters within 12 nm off the coast of the 48 contiguous States and AK; and designated international airspace beyond 12 nm off the coast of the 48 contiguous U.S. and AK within areas of domestic radio navigational signal or ATC radar coverage, and within which domestic procedures are applied. Class A airspace is not specifically charted. (AIM 3-2-2)
In-Runway Lighting: Land and Hold Short Lights
Land and hold short lights are used to indicate the hold short point on certain runways which are approved fro Land and Hold Short Operations. Land and hold short lights consist of a row of pulsing white lights installed across the runway at the hold short point. Where installed, the lights will be on anytime LAHSO is in effect. These lights will be off when LAHSO is not in effect. (AIM 2-1-5)
Runway Edge Light System
Runway edge lights are used to outline the edges of runways during periods of darkness or restricted visibility conditions. These light systems are classified according to their intensity or brightness they are capable of producing. The runway edge lights are white except on instrument runways yellow replaces white on the last 2,000 ft or half the runway length, whichever is less, to form a caution zone for landing. The lights marking the ends of the runway emit red light toward the runway to indicate the end of the runway to a departing aircraft and emit green outward from the runway end to indicate the threshold to landing aircraft. (AIM 2-1-4)
Class C Airspace
Generally, that airspace from the surface to 4,000 ft above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C airspace area is individually tailored, the airspace usually consists of a 5 nm radius core surface area that extends from the surface up to 4,000 ft above the airport elevation, and a 10 nm radius shelf area that extends no lower than 1,200 ft up to 4,000 ft above the airport elevation. (AIM 3-2-4)
Military Operating Areas
MOAs consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever a MOA is being used, non participating IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipating IFR traffic. Pilots operating under VFR should exercise extreme caution while flying within a MOA when military activity is being conducted. The activity status (active/inactive) of MOAs may change frequently. Therefore, pilots should contact an FSS within 100 miles of the area to obtain accurate real-time information concerning the MOA hours of operation. Prior to entering an active MOA, pilots should contact the controlling agency for traffic advisories. (AIM 3-4-5)
In-Runway Lighting: Touchdown Zone Lights (TDZL)
Touchdown zone lights are installed on some precision approach runways to indicate the touchdown zone when landing under adverse visibility conditions. They consist of two rows of transverse light bars disposed symmetrically about the runway centerline. The system consists of steady burning white lights which start 100 ft beyond the landing threshold and extend to 3,000 ft beyond the landing threshold or to the mid point of the runway, whichever is less. (AIM 2-1-5)
Types of Class E Airspace (SETFOOD)
1. Surface area designation for an airport - Class E surface areas extend upward from the surface to a designated altitude, or to the adjacent or overlying controlled airspace. The airspace will be configured to contain all instrument procedures. 2. Extension to a surface area - Class E may be designated as extensions to Class B, C, D and E surface areas. The Class E extensions begin at the surface and extend up to the overlying controlled airspace. The extensions provide controlled airspace to contain standard instrument approach procedures without imposing a communications requirement on pilots operating under VFR. Surface area arrival extensions become part of the surface area and are in effect during the same times as the surface area. 3. Transition Airspace - Class E airspace areas may be designated for transitioning aircraft to/from the terminal or enroute environment. (a) Class E transition areas extend upward from either 700 ft AGL (magenta vignette) or 1200 ft AGL (blue vignette) and are designated for airports with an approved instrument procedure. 4. Federal airways - Federal airways and low-altitude RNAV routes are Class E airspace areas and, unless otherwise specified, extend upward from 1200 ft AGL to but not including 18,000 ft MSL. 5. Offshore airspace areas - There are Class E airspace areas that extend upward from a specified altitude up to, but not including 18,000 ft MSL and are designated as offshore airspace areas. These areas provide controlled airspace beyond 12 nm from the coast of the U.S. in those areas where there is a requirement to provide IFR en route ATC services and within which the U.S. is applying domestic procedures. 6. Other - Unless otherwise noted, begins at 14,500 to 17,999 MSL with 12 miles from coast of 48 states, DC, and AK. Airspace above FL600 excluding below 1500 AGL unless otherwise noted. (AIM 3-2-5)
Class D Surface Area arrival extensions
Class D surface area arrival extensions for instrument approach procedures may be Class D or E airspace. As a general rule, if all extensions are 2 miles or less, they remain part of the Class D surface area. However, if any one extension is greater than 2 miles, then all extensions will be Class E airspace. Surface area arrival extensions are effective during the published times of the surface area. For part-time Class D surface areas that revert to Class E airspace, the arrival extensions will remain in effect as Class E airspace. For part time Class D surface areas that change to Class G airspace, the arrival extensions will become Class G at the same time. (AIM 3-2-6)
In-Runway Lighting: Runway Centerline Lighting System (RCLS)
Runway centerline lights are installed on some precision approach runways to facilitate landing under adverse visibility conditions. They are located along the runway centerline and are space at 50-ft intervals. When viewed from the landing threshold, the runway centerline lights are white until the last 3,000 ft of the runway. The white lights begin to alternate with red for the next 2,000 ft and for the last 1,000 ft of the runway, runway centerline lights are red. (AIM 2-1-5)
In-Runway Lighting: Taxiway Centerline Lead-Off Lights
Taxiway centerline lead-off lights provide visual guidance to persons exiting the runway. They are color-coded to warn pilots and vehicle drivers that they are within the runway environment or instrument landing system (ILS) critical area, whichever is more restrictive. Alternate green and yellow lights are installed, beginning with green, from the runway centerline to one centerline light position beyond the runway holding position or ILS critical area holding position. (AIM 2-1-5)
GPS NOTAMs
GPS satellite outages are issued as GPS NOTAMs both domestically and internationally. However the effect of an outage on the intended operation cannot be determined unless the pilot as a RAIM (receiver autonomous integrity monitoring) availability prediction program which allows excluding a satellite which is predicted to be out of service based on NOTAM info. "KGPS" in FAA NOTAMs page.
Class B Airspace
Generally that airspace from the surface to 10,000 ft MSL surrounding the nation's busiest airports in terms of IFR operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspace areas resemble upside down wedding cake), and is designed to contain all published instrument procedures once an aircraft enters the airspace. An ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. The cloud clearances requirement for VFR operations is "clear of clouds" (AIM 3-2-2)
FDC NOTAMs
Issued by the National Flight Data Center. FDC NOTAMs contain such things as amendments to published IAPs and other current aeronautical charts. They are also used to advertise temporary flight restrictions caused by such things as natural disasters or large-scale public events that may generate over a site.
Aircraft Speed
Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 ft MSL at an indicated airspeed of more than 250 kts. Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 ft above the surface within 4 nm of the primary airport of a Class C or D area at an indicated airspeed of more than 200 kts. Does not apply to Class B airspace. No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 kts. (FAR 91.117)
NOTAM (D) or distant
Includes such data as taxiway closures, personnel, and equipment near or crossing runways and airport lighting aids that do not affect approach criteria.
Federal Airways
The VOR and L/MF (nondirectional radio beacons) Airway System consists of airways designated from 1,200 ft above the surface (or in some instances higher) up to but not including 18,000 ft MSL. These airways are depicted on IFR Enroute Low Altitude charts.
Pointer NOTAMs
NOTAMs issued by a flight service to highlight or point out another NOTAM, such as an FDC or NOTAM (D) NOTAM. This type of NOTAM will assist users in cross-referencing important information that may not be found under an airport or NAVAID identifier.
Special Use Airspace (AIM 3-4-5)
"WNCAMPR" Warning Area National Security Areas Controlled Firing Areas Alert Areas MOA Prohibited Area Restricted Area
Controlled Firing Areas
CFAs contain activities which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The distinguishing feature of the CFA, as compared to other special use airspace, is that its activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path (AIM 3-4-7)
Controlled Airspace
A generic term that covers the different classification of airspace and defined dimensions within which air traffic control service is provided to IFR flights and VFR flights in accordance with the airspace classification. (AIM 3-2-1) IFR Requirements - IFR operations in any class of controlled airspace requires that a pilot must file an IFR flight plan and receive an appropriate ATC clearance. (AIM 3-2-1)
NOTAMs
Time-critical aeronautical information which is either of a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts or in other operational publications receives immediate dissemination via the National NOTAM system.
Airport Advisory/Information Services
Two types available at selected airports: 1. Local Airport Advisory (LAA) - Only available in AK, and is operated within 10 nm of an airport where a control tower is not operating but a FSS is located on the airport. The FSS provides a complete local airport advisory service to arriving and departing aircraft. 2. Remote Airport Information Service (RAIS) is provided in support of short term special events like small to medium fly-ins. The service is advertised by NOTAM D. Known traffic, special event instructions, and all other services are provided. It is not mandatory that pilots participated in Airport Advisory programs. Participation enhances safety for everyone and is encouraged. (AIM 3-5-1)
In-Runway Lighting: Taxiway Centerline Lead-On Lights
Taxiway centerline lead-on lights provide visual guidance to persons entering the runway. These "lead-on" lights are also color-coded with the same color pattern as lead-off lights to warn pilots and vehicle drivers that they are within the runway environment or instrument landing system (ILS) critical area.
Approach Lighting System (ALS)
Provides the basic means to transition from instrument flight to visual flight for landing. Operational requirements dictate the sophistication and configuration of the approach light system for a particular runway. ALS are a configuration of a signal lights starting at the landing threshold and extending into the approach area a distance of 2,400-3,000 ft for precision instrument runways and 1,400-1,500 ft for non-precision runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed. (AIM 2-1-1)
Airways and Route Systems
Three fixed systems are established for air navigation purposes. They are the Federal airway system (consisting of VOR and L/MF routes), the jet route system, and the RNAV route system. To the extent possible, these route systems are aligned in an overflying manner to facilitate transition between each.
Class D Arrival or Through Flight Entry Requirements
Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and thereafter maintain those communications while in the Class D airspace. Pilots of arriving aircraft should should contact the control tower on the publicized frequency and give their position, altitude, destination, and any requests. Radio contact should be initiated far enough from the Class D airspace boundary to preclude entering the Class D airspace before two-way radio communications are established. (AIM 3-2-5)
SAA NOTAMs
NOTAMs issued when special activity airspace will be active outside the published time.
National Security Areas
NSAs consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. (AIM 3-4-8)
Feeder Route
A route depicted on instrument approach procedure charts to designate route for aircraft to proceed from the en route structure to the initial approach fix (IAF).
Control of Lighting Systems
Operation of approach light systems and runway lighting is controlled by the control tower. At some locations the FSS may control the lights where there is no control tower in operation. Pilots may request that lights be turned on or off. Runway edge lights, in-pavement lights and approach lights also have intensity controls which may be varied to meet the pilots request. (AIM 2-1-8)
Airport/Heliport Beacons
White and Green - Lighted Land Airport (Military airport beacons are differentiated from civil beacons by dual peaked white flashes between the green flash. *Green alone - Lighted land airport White and Yellow - Lighted water airport Green, Yellow, White - Lighted heliport
Visual Glideslope Indicators (VASI)
VASI installations may consist of either 2, 4, 6, 12, or 16 light units arranged in bars referred to as near, middle, and far bars. The basic principle of the VASi is that of color differentiation between red and white. Each light unit projects a beam of light having a white segment in the upper part of the beam and red segment in the lower part of the beam. The light units are arranged so that the pilot using the VASIs during an approach will see the combination of lights shown below. These lights are visible from 3-5 miles during the day and up to 20 miles or more at night. The visual glide path of the VASi provides safe obstruction clearance within +/- 10 degrees of the extended runway centerline and to 4 nm from the runway threshold. Descent, using the VASI should not be initiated until the aircraft is visually aligned with the runway. (AIM 2-1-2)
Alert Areas
Alert areas are depicted on aeronautical charts to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should be particularly alert when flying in these areas. All activity within an alert area must be conducted in accordance with CFRs, without waiver, and pilots of participating aircraft as well as pilots transiting the areas must be equally responsible for collision avoidance. (AIM 3-4-6)
Class E Airspace
Class E airspace is controlled airspace that is designated to serve a variety of terminal or en route purposes. No specific pilot certification or equipment is required. (AIM 3-2-6)
Feeder Fix
The fix depicted on Instrument Approach Procedure Charts which establishes the starting point of hte feeder route.
Section 2
(50 cards)
Two Way Communications Failure (IFR)
(a) During two-way radio comms failure, pilots are expected to exercise good judgment. (b) In areas of FAA jurisdiction, should the pilot of an aircraft equipped with a coded radar beacon transponder experience two way radio communications failure, squawk 7600. (c) Pilots can expect ATC to attempt to communicate on guard frequencies. (d) VMC - if able to maintain VMC continue under VFR and land as soon as practicable and notify ATC. (e) IMC - If VMC not encountered, continue flight according to the following: ROUTE: - Received : By the route assigned in the last ATC clearance received. - Vectored : If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance. - Expected : In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance. - Filed : IN the absence of the above, the route filed in the flight plan. ALTITUDE - At the highest of the following altitudes or flight levels for the route segment being flown: - Assigned : The altitude or flight level assigned in the last ATC clearance received. - Minimum : The minimum altitude for IFR operations. - Expected : The altitude or flight level ATC has advised may be expected in a further clearance.
Fuel Reserve Requirements
Fuel reserve shall be at least that required for 20 mins of flight after reaching the alternate (rotary wing). In any case, fuel carried on departure will be at least 10% more than that required to reach the alternate airfield via the destination.
Special VFR Weather Minimums
Special VFR operations may only be conducted - (1) With an ATC clearance (2) Clear of clouds (3) Except for helicopters, when flight visibility is at least 1 sm.
PIREPs
FAA air traffic facilities are required to solicit PIREPs when the following conditions are reported or forecast: ceilings at or below 5,000 ft, visibility at or below 5 sm; t-storms; icing of light degree or greater, turbulence of moderate degree or greater, wind shear and reported or forecast volcanic ash clouds. (AIM 7-1-20)
VOR Airway Changeover Points
The Changeover point is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur. At this point, the pilot should change navigation receiver frequency from the station behind to the station ahead. COPs are established for the purpose of preventing loss of navigation guidance.
Option Approach
The "cleared for the option" approach procedure will permit an instructor, FE, or pilot the option to make a touch and go, low approach, missed approach, stop-and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower and will be subjected to ATC approval.
FSS Remote Communications Outlet (RCO)
Many FSS's are equipped with Remote Communications Outlets (RCOs) and can transmit on the same frequency at more than one location. The frequencies available at specific locations are indicated on charts above FSS communications boxes. To enable the specialist to utilize the correct transmitted, advise the location and frequency you expect a reply. If the chart indicates FSS frequencies above the VORTAC or in the FSS communications boxes, transmit or receive on those frequencies nearest your location.
Abbreviated IFR Departure Clearance ("cleared as filed")
ATC facilities will issue an abbreviated IFR departure clearance based on the ROUTE of flight filed in the IFR flight plan, provided the filed route can be approved with little or no revision. These abbreviated clearance procedures are based on the following conditions: (1) The aircraft is on the ground or it has departed VFR and the pilot is requesting IFR clearance while airborne. (2) Anytime the flight plan has changed the controllers will issue a detailed clearance. When requesting a clearance state the following "SAN FRAN Clearance, CG 65XX at the CG ramp, IFR to (destination)"
PIREPs relating to Airframe Icing
Trace - Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Light - the rate of accumulation may create a problem if flight is prolonged in this environment (>1 hr). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. Moderate - The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or flight diversion is necessary. Severe - Rate of accumulation is such that ice protection systems fail to remove accumulation of ice.
Automated Weather Observing System (AWOS)
Automated weather reporting systems are increasingly being installed at airports. These systems consist of various sensors, a processor, a computer-generated voice sub-system, and a transmitter to broadcast local, minute-by-minute weather data directly to the pilot. (AIM 7-1-12)
Non-Standard Takeoff Minimums
Mode C Transponder Operation
Exact altitude or flight level reports on initial contact provide ATC with information that is required prior to using Mode C altitude information for separation purposes. This will significantly reduce altitude verification requests. VFR 1200 SAR 1277 Emergency 7700 Lost Comms 7600 Hijack 7500
Inflight Aviation Weather Advisories
Inflight Weather Advisories are forecasts to advise en route aircraft of development of potentially hazardous weather. Inflight aviation weather advisories in the U.S. are issued by the Aviation Weather Center. (AIM 7-1-6)
Closing VFR/DVFR Flight Plans
A pilot is responsible for ensuring that his/her VFR or DVFR flight plan is canceled. You should close your flight plan with the nearest FSS or may request ATC facility relay your cancellation. If you fail to report or cancel within 30 mins, SAR procedures are started.
Convective SIGMET
Issued in the continuous U.S. for any of the following: (a) Severe t-storms due to: (b) Embedded t-storms (c) A line of t-storms (d) T-storms producing precipitation greater than or equal to heavy precip affecting 40% or more of an area at least 3,000 sq miles. Any convective SIGMET implies severe or greater turbulence, severe icing, and low-level wind shear. A convective SIGMET may be issued for any convective situation that the forecaster feels is hazardous to all categories of aircraft. (AIM 7-1-5)
Flight Plans
The PIC of a CG aircraft shall file a written or computerized domestic, military, or ICAO flight plan prior to each flight except when departing on urgent SAR, National Defense, LE, or Homeland Security, a local VFR flight, or when required for operational security. PIC is responsible for closing out any active flight plans. A copy of each filed flight plan shall be left with the aircraft home unit or with base ops, the airport manager, or other responsible person at the point of departure. Copies filed at CG units shall be retained for 90 days.
Hover Taxi Operations
Used to describe helicopter movement conducted above the surface and in ground effect at airspeeds less than approx 20 kts. Actual height may vary.
Preflight Briefing
Flight Service Stations (FSS's) are the primary source for obtaining preflight briefings and inflight weather information. Flight Service Specialists are qualified and certified by the NWS as Pilot Weather Briefers. They are not authorized to make original forecasts, but are authorized to translate and interpret available forecasts and reports directly in terms describing weather conditions which you can expect along your route of flight. Three basic types of briefings are available: Standard, Abbreviated, and Outlook briefing. You should specify what type of briefing you want. (AIM 7-1-5)
FAA Weather Services
The FAA provides the Flight Service program, which serves the weather needs of pilots through its flight service stations (FSS) via 1-800-WXBRIEF. The FAA maintains an extensive surface weather observing program. Airport observations in the U.S. are provided by automated observing systems. (7-1-2)
SIGMET
A SIGMET advises of weather that is potentially hazardous to all aircraft. SIGMETs are unscheduled products that are valid for 4 hrs. In CONUS, SIGMETs are issued when the following phenomena occur or expected to occur: (a) Severe icing not associated with t-storms (b) Severe or extreme turbulence or clear air turbulence not associated with t-storms (c) Widespread dust storms or sandstorms lowering surface vis to less than 3 miles (AIM 7-1-5)
Automated Surface Observing System (ASOS)/Automated Weather Sensor System (AWSS)
The ASOS/AWSS will provide continuous minute-by-minute observations and perform the basic observing functions necessary to generate an aviation routine weather report (METAR).
Lost Communications During Radar Approaches
Initiate lost comms procedures if no transmissions are received for approximately 1 minute while being vectored to final, 15 seconds while on ASR final approach, or five seconds while on PAR final approach. a. Attempt contact on secondary frequency, if previously assigned, tower frequency, or on guard. b. If unable to re-establish comms and unable to maintain VMC proceed with the published instrument approach procedure or previously coordinated instructions. c. Maintain last assigned altitude or minimum safe/sector altitude until established on a segment of the published approach.
ATC Light Gun Signals
Clearance Void Times
A pilot may receive a clearance, when operating from an airport without a control tower, which contains a provision for the clearance to be void if not airborne by a specific time. A pilot who does not depart prior to the clearance void time must advise ATC ASAP of their intentions. ATC will normally advise the pilot of the time allotted to notify ATC that the aircraft did not depart. This time cannot exceed 30 mins. Failure of a/c to report within 30 mins of clearance void time will result in a/c being considered overdue and SAR procedures initiated.
Canceling IFR Flight Plans
When a flight plan has been activated, the PIC, upon canceling or completing the flight under the flight plan, must notify an FAA FSS or ATC facility. An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside Class A by stating "cancel my IFR flight plan" to the controller or air/ground station with which communicating. Immediately after canceling an IFR flight plan, a pilot should take the necessary action to change the appropriate air/ground frequency, VFR squawk, and altitude.
AIRMET
AIRMETs (WAs) are advisories or significant weather phenomena but describe conditions at intensities lower than those which require the issuance of SIGMETs. AIRMETs are intended for dissemination to all pilots in the preflight and en route phase of flight to enhance safety. (a) Sierra - describes IFR conditions and/or extensive mountain obscuration. (b) Tango - describes moderate turbulence, sustained surface winds >30 kts or greater, and/or nonconvective low-level wind shear (c) Zulu - describes moderate icing and provides freezing level heights. (AIM 7-1-5)
Practice Instrument Approaches
Before practicing an instrument approach, pilots should inform the approach control facility or the tower of the type of practice instrument approach they desire to make and how they intend to terminate (full stop, low approach, missed approach, etc). VFR aircraft practicing instrument approaches are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. Separation will not be provided unless the missed approach has been approved by ATC. Except in an emergency, aircraft cleared to practice instrument approaches must not deviate from the approved procedure until cleared to do so by the controller. Application of ATC procedures or any action taken by the controller to see and avoid traffic conditions does not relieve IFR or VFR pilots of their responsibility to see-and-avoid other traffic while operating in VFR conditions.
Recommended Traffic Advisory Practices
Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, taxi, and 10 miles from the airport. For practice instrument approaches, announce departing the final approach fix (name) or on final approach segment inbound.
Instrument Departure Procedures
Are preplanned IFR procedures which provide obstruction clearance from the terminal area to the appropriate en route structure. Two types of procedures: Obstacle Departure Procedures (ODPs) and Standard Instrument Departures (SIDs).
Standard Instrument Departure (SID) Procedures
SIDs are ATC procedures printed for pilot/controller use to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. Primarily used to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID.
Wind Shear PIREPs
Because unexpected changes in wind speed and direction can be hazardous to aircraft operations at low altitudes on approach to and departing from airports, pilots are urged to promptly volunteer reports to controllers of wind shear conditions they encounter. The recommended method for wind shear reporting is to state the loss or gain of airspeed and the altitudes at which it was encountered.
ATC clearance and flight plan required
No person may operate an aircraft in controlled airspace under IFR unless that person has -- (a) Filed under IFR flight plan and (b) Received an appropriate ATC clearance
PIREPs Relating to Turbulence
When encountering turbulence, pilots are urgently requested to report such conditions to ATC as soon as practicable. PIREPs relating to turbulence should state: 1. Aircraft location 2. Time of occurrence in UTC 3. Turbulence intensity 4. Whether the turbulence occurred in or near clouds 5. Aircraft altitude or flight level 6. Type of aircraft 7. Duration of turbulence
IFR Clearance VFR-ON-TOP
A pilot on an IFR flight plan operating in VFR may request VFR on top in lieu of an assigned altitude. When operating in VFR conditions with an ATC authorization to "maintain VFR-on-top" pilots on IFR flight plans must: 1. Fly at the appropriate VFR altitude 2. Comply with VFR visibility and distance from clouds. 3. Comply with IFR flight rules that are applicable to this flight. Note VFR on Top clearance does not cancel an IFR flight plan.
Practice Approaches, Self Announce Procedures
To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories. Three methods to communicate with an airport that does not have an operating tower: (1) by communicating with FSS, (2) a UNICOM operator or (3) or by making self-announce broadcasts. Pilots conducting practice instrument approaches should be particularly alert for other aircraft that may be departing in the opposite direction. When conducting any practice approach, regardless of direction, pilots should announce: 1. Departing the FAF or departing the outer marker or fixed used in lieu of the outer marker inbound. 2. Established on the final approach segment or immediately upon release from ATC 3. Upon completion or termination of the approach 4. Upon executing the missed approach.
VFR Cruising Altitude or Flight Level
When operating below 18,000 ft MSL -Magnetic course of zero degrees to 179 degrees, any odd thousand food MSL altitudes +500 feet -Magnetic course 180-359 degrees, any even thousand foot MSL altitudes +500 ft. Above 18,000 ft MSL, the altitude or flight level assigned by ATC.
Obstacle Departure Procedures
ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned. If an aircraft may turn in any direction from a runway within the limits of the assessment area and remain clear of obstacles, that runway passes what is called a diverse departure assessment and no ODP will be published. However, if any obstacle penetrates what is called the 40:1 obstacle identification surface, then ODP procedures will be developed.
Position Reporting Requirements
1. Flight along Airways or Routes: A position report is required by all flights regardless of altitude, including those operating VFR-on-TOP over each desginated compulsory reporting point along the route being flown. 2. Flights along a Direct Route - Pilots must report over each reporting point used in the flight plan to define the route of flight. 3. Flights in the Radar Environment - When informed by ATC that their aircraft is "radar contact" pilots should discontinue position reports over designated reporting points. They should resume normal position reporting when ATC advises "radar contact lost" or "radar service termintted". 4. Flights in a Non-radar environment - pilots must report over each point used in the flight plan to define the route of flight, even if the point is not depicted on charst as an "on request" non-compulsory reporting point.
IFR Cruising Altitudes or Flight Levels
Unless otherwise authorized by ATC, the following rules apply, (1) In controlled airspace. Each person operating an aircraft under IFR in level cruisin flight in controlled airspace shall maintain the altitude or flight level assigned by ATC. However if clearance assigns VFR-on-Top that person shall maintain flight level as prescribed. (2) In uncontrolled airspace, except while in a holding pattern of 2 mins or less or while turning, each person operating an aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude as follows a. When operating below 18,000 ft MSL on a magnetic course of 0-179 degrees odd thousand foot altitudes. On magnetic course 180-359 degrees any even thousand foot altitudes.
Canceling IFR Flight Plans
An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside Class A airspace by pilot stating " cancel my IFR flight plan" to the controller or air/ground station which they are communicating. Immediately after cancelling an IFR flight plan, a pilot should take necessary action to change to the appropriate air/ground frequency, VFR squawk, and VFR altitude. If operating on an IFR flight plan to an airport with a functioning control tower, the flight plan is automatically closed out upon landing.
Special VFR Clearances
An ATC clearance must be obtained prior to operating within a Class B, C, D, or E surface area when the weather is less than that required for VFR flight. Special VFR clearances are effective within Class B, C, D, and E surface areas only. ATC does not provide separation after aircraft leaves the surface area on a Special VFR clearance.
Position Reporting
The safety and effectiveness of traffic control depends to a large extent on accurate position reporting. Reporting points are indicated by symbols on en route charts. The designated compulsory reporting point symbol is a solid triangle and "on request" reporting point symbol is the open symbol. Reports passing an "on request" reporting point are only necessary when requested by ATC.
IFR Flight Plan
Prior to departure from within, or prior to entering controlled airspace, a pilot must submit a complete flight plan and receive an ATC clearance, if weather conditions are below VFR minimums. Pilots should file IFR flight plan at least 30 mins prior to estimated time of departure to preclude possible delay in receiving departure clearance from ATC. Traffic saturation frequently prevents control personnel from accepting flight plans by radio. Such cases, the pilot is advised to contact the nearest FSS for the purpose of filing a flight plan.
Air Taxi Operations
Used to describe a helicopter aircraft movement conducted above the surface but normally below 100 ft AGL. Aircraft may proceed at speeds greater than 20 kts. The pilot is solely responsible for selecting a safe airspeed/altitude for operation being conducted.
Position Report Items
Positiong report should include the following: 1. Identification, position, time, altitude or flight level (include actual altitude or flight level when operating on a clearance specifying VFR-on-top, type of flight plan (not required if talking to ARTCC or approach control), ETA and name of next reporting point, name of next succeeding reporting point, pertinent remarks.
Change in Proposed Departure Time
To prevent computer saturation in the en route environment, parameters have been established to delete proposed departure flight plans which have not been activated. Most centers have this parameter set so as to delete those flight plans a minimum of 2 hrs after the proposed departure time.
Hazardous Inflight Weather Advisory Service (HIWAS)
HIWAS is an automated, continuous broadcast of inflight weather advisories, provided by FSS over select VOR outlets, which include AWW, SIGMET, convective SIGMET, CWA, AIRMET and urgent PIREPs. Where HIWAS is available, ARTCC and terminal ATC facilities will broadcast, upon receipt, a HIWAS alert once on all frequencies, except emergency frequencies. Included in the broadcast will be an alert announcement, frequency instruction, number, and type of advisory updated. HIWAS availability is annotated with VOR listings in the Chart Supplement U.S., and is shown by symbols on IFR enroute low altitude charts and VFR sectional charts. (AIM 7-1-10)
Minimum Altitudes for IFR Operation
Operation of aircraft at minimum altitudes. Except when necessary for takeoff or landing, or unlesss otherwise authorized by the FAA, no person may operate an a/c under IFR below - (1) the applicable minimum altitudes. Except if both a MEA and MOCA are prescribed for a particular route or segment, a person may operate an aircraft below the MEA down to, but not below, the MOCA, provided the applicable navigation signals are available. For aircraft using VOR for navigation, this applies only when the aircraft is within 22 nm of that VOR. Or (2) If no applicable minimum altitude is prescribed; In the case of mountainous area, an altitude of 2000 ft above the highest obstacle within a horizontal distance of 4 nm from the course to be flown; or (3) in any case, an altitude of 1000 ft above the highest obstacle within a distance of 4 nm from the course to be flown.
Minimum Safe Altitudes
Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (A) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. (B) Over congested area. Over any congested area of a city, town, or settlement, or over an open air assembly of persons, an altitude of 1,000 ft above the highest obstacle within a horizontal radium of 2,000 ft of the aircraft. (C) Over other than congested areas. An altitude of 500 ft above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 ft to any person, vessel, vehicle, or structure. (D) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface - (1) A helicopter may be operated at less than the minimums prescribed in this section, provided each person operating the helicopter complies with any routes or altitudes; specifically prescribed by the FAA. (FAR 91.119)
Takeoff and Landing under IFR
Instrument Approaches to Civil Airports - Unless otherwise authorized by the FAA, when it is necessary to use an instrument approach to a civil airport, each person operating an aircraft must use a standard instrument approach procedure. This paragraph does not apply to U.S. military aircraft. No pilot may operate an aircraft, except a military aircraft of the U.S., below the authorized MDA or continue an approach below the authorized DH/DA unless - (1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. (2) Flight visibility is not less than the visibility prescribed in the standard instrument approach being used. (3) At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: - The approach light system, except that the pilot may not descend below 100 ft above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. -threshold -threshold markings - threshold lights - the runway end identifier lights - visual glideslope indicator - the touchdown zone or touchdown zone markings - the touchdown zone lights - the runway or runway markings - the runway lights
Section 3
(28 cards)