Stage 2 Questions

1. What five elements should be recorded in an IFR clearance?

C - Clearance limit; R - Route; A - Altitude; F - Frequency; T - Transponder code.

2. Given a holding clearance and inbound course, draw the hold and select an entry.

Standard Hold: Right turns. Non-Standard Hold: Left turns. Entry Sectors: Direct, Parallel, or Teardrop entry based on heading relative to holding pattern.

3. What is the difference between a clearance limit and a clearance void time?

Clearance Limit: The fix, point, or airport cleared to. Clearance Void Time: The exact time the clearance becomes void if not airborne (must advise ATC within 30 minutes if missed).

4. How do ODPs, SIDs and STARs differ?

ODP: Obstacle Departure Procedure for obstacle clearance (flown without ATC clearance if published). SID: Standard Instrument Departure to expedite traffic flow and ensure obstacle clearance (requires ATC clearance). STAR: Standard Terminal Arrival Route linking en route fixes to a terminal area/airport.

5. What is the difference between an MEA and MOCA?

MEA (Minimum Enroute Altitude): Guarantees signal coverage and obstacle clearance along the entire segment. MOCA (Minimum Obstacle Clearance Altitude): Guarantees obstacle clearance, but navigation signal coverage is only guaranteed within 22 NM of a VOR.

6. Locate the FAF, MAP, DA/MDA and missed approach instructions on a supplied chart.

FAF: Indicated by Maltese cross on profile view. MAP: Point where missed approach begins if runway isn't in sight (time, DME, or DA). DA/MDA: Decision Altitude (precision/LPV) or Minimum Descent Altitude (non-precision). Missed Approach Instructions: Bold text box at bottom of profile/plan view.

7. Compare ILS, LPV and LNAV minimums.

ILS: Precision approach with lateral and vertical guidance down to very low decision altitudes (e.g., 200 ft AGL). LPV: WAAS-enabled RNAV approach with precision-like lateral and vertical guidance comparable to an ILS. LNAV: Non-precision lateral-only approach flown down to an MDA with higher minimums.

8. When may a pilot descend below DA/MDA?

When (1) aircraft is in a continuous position to land using normal maneuvers, (2) flight visibility is not less than prescribed minimums, and (3) distinct visual references for the runway (e.g., threshold, touchdown zone, lights, VASI/PAPI) are visible.

9. Explain the procedure after receiving vectors to final.

Maintain last assigned altitude and heading until instructed by ATC, intercept the final approach course, and maintain situational awareness regarding altitude, airspeed, and checklists.

10. What changes when two-way radio communication is lost in IMC?

Route (C-E-A-F): Assigned, Expected, Filed, Vectored. Altitude (Highest of A-M-E): MEA, Expected, Assigned. Clearance Limit: Proceed to approach fix at EFC time or ETA.

11. How do you determine whether an alternate is required?

The 1-2-3 Rule: If from 1 hour before to 1 hour after ETA, the forecast ceiling is less than 2,000 feet OR visibility is less than 3 statute miles.

12. Walk through an IFR flight from filing to landing, identifying each ATC phase.

1. Pre-flight/Filing -> 2. Clearance Delivery -> 3. Ground/Taxi -> 4. Departure -> 5. En Route -> 6. Arrival -> 7. Approach -> 8. Landing/Taxi to Ramp.

CRAFT Clearance Structure

Clearance Limit, Route, Altitude, Frequency, Transponder code.

Standard vs. Non-Standard Holding

Standard holding uses right turns; non-standard holding uses left turns.

Holding Entry Types

Direct, Parallel, and Teardrop entries determined by your heading relative to the holding pattern.

The 5 Ts at a Fix

Time, Turn, Time, Transition, Twist.

Clearance Void Time

The exact time your IFR clearance becomes void if not airborne. Must advise ATC within 30 minutes if missed.

ODP (Obstacle Departure Procedure)

Designed for obstacle clearance. Can be flown without an ATC clearance if published graphically or textually.

SID (Standard Instrument Departure)

An ATC-requested or published procedure to expedite traffic flow and ensure obstacle clearance. Requires ATC clearance.

STAR (Standard Terminal Arrival Route)

An air traffic service route linking significant en route fixes to a primary airport/terminal area.

MEA (Minimum Enroute Altitude)

Guarantees acceptable navigational signal coverage and meets obstacle clearance along the entire route segment.

MOCA (Minimum Obstacle Clearance Altitude)

Guarantees obstacle clearance, but navigational signal coverage is only guaranteed within 22 NM of a VOR.

Precision Approach vs. Non-Precision Approach

Precision approaches (ILS, LPV) provide lateral and vertical guidance with a Decision Altitude (DA); non-precision approaches (VOR, LNAV) provide lateral guidance only with a Minimum Descent Altitude (MDA).

FAF, IF, IAF, and MAP

Initial Approach Fix (IAF), Intermediate Fix (IF), Final Approach Fix (FAF), and Missed Approach Point (MAP).

Descent Below DA/MDA Requirements

Must be in a continuous position to land using normal maneuvers, flight visibility meets minimums, and distinct runway visual references are visible.

Lost Communications Route (C-E-A-F)

Assigned, Expected, Filed, Vectored.

Lost Communications Altitude (Highest of A-M-E)

Assigned altitude, Minimum IFR altitude (MEA), or Expected altitude.

The 1-2-3 Rule for Alternates

An alternate is required if from 1 hour before to 1 hour after ETA, the forecast ceiling is less than 2,000 feet OR visibility is less than 3 statute miles.

Alternate Minimums (Precision vs. Non-Precision)

Precision approach alternate minimums: 600 ft ceiling and 2 statute miles visibility. Non-precision: 800 ft ceiling and 2 statute miles visibility.

MCA (Minimum Crossing Altitude)

The lowest altitude at which a fix must be crossed when proceeding in the direction of a higher MEA.

MRA (Minimum Reception Altitude)

The lowest altitude at which intersection navigational signals can be reliably received.

Changeover Point (COP)

The point along a federal airway where a pilot should change navigational receiver frequency from one VOR station to another.

Procedure Turn

A maneuver prescribed when it is necessary to reverse direction to establish the aircraft on an intermediate or final approach course.

Hold-in-Lieu-of-Procedure-Turn

A holding pattern published on an approach chart used to reverse direction and establish the aircraft on the intermediate or final approach course; replaces a traditional barbed procedure turn.

Vectors to Final Approach

Radar vectors provided by ATC to guide an aircraft onto the final approach course, terminating in an intercept heading typically 30 degrees or less.

Mandatory Position Reports (Non-Radar)

Required reports in non-radar environments including reporting reaching a compulsory reporting point, vacating an altitude, or change in TAS of 5% or 10 knots.

VMC vs IMC Lost Communications Distinction

If flying in VMC when communications are lost, continue the flight under VMC and land as soon as practical. If in IMC, follow established 91.185 route/altitude procedures.

ICAO Flight Plan Equipment Suffixes

Alphanumeric codes indicating onboard navigation, communication, and surveillance equipment capabilities (e.g., /G for GPS with WAAS).

Climb Via / Descend Via Clearances

ATC clearances requiring compliance with published altitude and speed restrictions on a SID or STAR until explicitly cancelled.

TERPs Legend

The official manual and chart legend used to interpret obstacle clearance criteria, minimum safe altitudes, and terminal symbols.

Decision Altitude (DA) vs Minimum Descent Altitude (MDA)

DA is a specified altitude on a precision or APV approach where a missed approach must be initiated if visual references aren't seen; MDA is the lowest altitude on a non-precision approach where descent must stop until reaching the MAP.