1. Review Chapter 4-8

2. Departure and Arrival Charts • DPs, STARs and visual approaches are routinely assigned by ATC • DPs and STARs are issued to simplify clearance delivery procedures. • Use “No DP” or “No STAR” in remarks, if you do not want to use them

3. Departure and Arrival Charts • To accept a DP you must at least have the textual description • Use the rate of climb table in Legend 18 to convert a specified minimum rate of climb per NM to convert the climb rate into feet per minute

4. Enroute • MRA( Minimum Reception Altitude) is the lowest altitude at which an intersection can be determined • MOCA(Minimum Obstruction Clearance Altitude) assure acceptable navigation signal coverage only within 22 NM of VOR

5. Enroute • MEA( Minimum en route altitude) is the lowest published altitude between radio fixes which assures acceptable navigational coverage and meets obstacle clearance requirements

6. Enroute • MCA(Minimum Crossing Altitude) is the lowest altitude at a fix at which an aircraft must cross when proceeding in the direction of a higher MEA

7. Enroute • Obstruction clearance in nonmountainous areas is guaranteed for the MOCA and all minimum IFR altitudes providing at least 1,000 ft of vertical distance from the highest obstruction 4 NM either side of the center of the airway

8. VFR-ON-TOP • VFR-on-top can be conducted only after a pilot has received a VFR-on-top clearance • A pilot must request a VFR-on-top clearance • Must comply with the VFR altitudes

9. VFR-ON-TOP • Both IFR and VFR rules apply • Prohibited in Class A airspace • A clearance “to VFR-on-top” is to fly through cloud layers to VFR conditions on top

10. Reports • Advise ATC when your airspeed changes by 5% or 10 knots whichever is greater • On a direct routes, the fixes defining the routes become compulsory reporting points

11. Reports • When not in RADAR contact on a non-precision approach, report to ATC any time you leave a final approach fix inbound on the final approach

12. Holding • Turns are made to the right in a standard holding pattern, and to the left in a non-standard holding pattern • The entry procedure for a holding pattern depends on your heading relative to the holding course

13. Holding Patterns

14. Approach Categories • Computed as 1.3 VSO • A - Up to 90 knots • B - 91 to 120 • C - 121 to 140 • D - 141 to 165 • E - above 165

15. Approach Charts • The letters IAF indicate the location of an initial approach fix • The procedure title indicates the type of approach system used and the equipment required to fly the approach

16. Approach Charts • MSA( Minimum Safe Altitude) provides 1,000 ft of obstruction clearance usually within 25 NM • Neither navigation nor communication coverage is guaranteed

17. Approach Charts • Absence of a procedure turn or holding pattern indicates a course reversal is not authorized • TDZE(Touchdown zone elevation) is the highest elevation in the first 3,000 ft of the landing surface

18. Approach Charts • TCH(Threshold crossing height) is the altitude at which you cross the runway threshold when established on the glide slope centerline • The procedure turn must be completed within the prescribed distance from the facility

19. Approach Charts • The precision approach FAF is located at the minimum glide slope intercept point • When on the glide slope during a precision approach, the missed approach point is the decision height

20. Approach Charts • When the glide slope becomes inoperative during an ILS procedure, localizer minimums are used • Substitution for certain ILS components, when the component is inoperative are permitted

21. Approach Charts • If your groundspeed decreases, the rate of descent required to stay on glide slope must also decrease • Localizer and glide slope indications become more sensitive as you get closer to the runway

22. Approach Procedures • An LDA approach is comparable to a localizer, but is not aligned with the runway • An SDF may offer less accuracy than an LDA approach

23. Contact Approach • Must be requested by the pilot, the visibility must be at least one mile, allows the pilot to deviate from an instrument approach procedure and proceed to the destination airport by visual reference to the surface