CPL Flight Environment - AAA PDF

The Flight Environment A COMMERCIAL PILOT COURS E Contents The Flight Environment Section A – Airports, Airspace, and Flight Information Section B – ATC Services Section C – ATC Clearances THE FLIGHT ENVIRONMENT Section A - Airports, Airspace, and Flight Information Runway Markings Runway...

The Flight Environment A COMMERCIAL PILOT COURS E Contents The Flight Environment Section A – Airports, Airspace, and Flight Information Section B – ATC Services Section C – ATC Clearances THE FLIGHT ENVIRONMENT Section A - Airports, Airspace, and Flight Information Runway Markings Runway Markings A visual runway usually is marked with only the runway number and a dashed white centerline, but threshold markings might be included if the runway is used, or intended to be used, for international commercial operations. Aiming point markings might be included on runways 4000 feet or longer used by jet aircraft. Runway Markings A nonprecision instrument runway is used with an instrument approach that does not have an electronic flight slope for approaching flight path information. Precision instrument runways are served by nonvisual precision approach aids, such as the instrument landing system (ILS). Besides the threshold markings, touchdown zone markings begin 500 feet from the landing threshold and provide distance information in 500-foot increments. Taxiway Markings Taxiway Markings Taxiways are easily identified by a continuous yellow centerline stripe. Hold lines, which are located wherever the taxiway intersects a runway, keep aircraft clear of the runway in use. You should stop before the hold line and proceed only after you are cleared to do so by the controller, and you have checked for traffic. Taxiway Markings At airports equipped with an instrument landing system, it is possible for aircraft near the runway to interfere with the ILS signal. In this case, an ILS hold line may be placed farther from the runway to prevent any interference, or you may find two hold lines for some runways. Runway Markings On runways with a displaced threshold, the beginning portion of the landing zone is marked with a solid white line with white arrows leading up to it. Although the pavement leading up to a displaced threshold may not be used for landing, it may be available for taxiing, the landing rollout, and takeoffs. Runway Markings Blast pad/stopway areas are marked by yellow chevrons and are not to be used for landing, takeoff, or taxiing. The stopway area is paved so that, in the event of an aborted takeoff, an aircraft can use it to decelerate and come to a stop. It is also an area where propeller or jet blast can dissipate without creating a hazard to others. Runway Markings On some runways with a displaced threshold, a demarcation bar separates the displaced threshold area from a blast pod, stopway, or taxiway that precedes the runway. Runway Markings A yellow X indicates that an entire runway or taxiway is closed. A Notice to Airmen (NOTAM) may be issued to inform pilots of runway closures. A closed taxiway might be marked by Xs, or it might simply be blocked off. Taxiway Markings Airport Signs Airport Signs Runway Incursion Avoidance A runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and takeoff of aircraft. Runway Incursion Avoidance Land and Hold Short Operations During land and hold short operations (LAHSO), an aircraft is cleared to land and stop on the runway, holding short of an intersecting runway, intersecting taxiway, or some other designated point on the runway. To conduct LAHSO, you should have at least a private pilot certificate and you must understand your responsibilities. As pilot in command, you should decline the LAHSO clearance if you consider it unsafe. If you accept a LAHSO clearance you must adhere to it, just like any other ATC clearance. Land and Hold Short Operations Lighting Systems Approach Light System The approach light system (ALS) helps you transition from instrument to visual references during the approach to landing. Approach light systems use a configuration of lights starting at the landing threshold and extending into the approach area. Lighting Systems Approach Light System Sequenced flashing lights (SFL) and runway alignment indicator lights (RAIL) consists of a series of brilliant blue- white bursts of flashing light. From your viewpoint, these systems give the impression of a ball of light traveling at high speed toward the approach end of the runway. Lighting Systems Approach Light System Examples of systems with sequenced flashing lights include ALSF (Approach Lighting System with Sequenced Flashing Lights), MALSF (Medium-intensity Approach Lighting System with Sequenced Flashing Lights, and ODALS (Omnidirectional Approach Lighting System). Lighting Systems Runway end identifier lights (REIL) are two synchronized flashing strobe lights that are placed at the runway threshold, one on each side of the runway. REILs appear with the green threshold lights to help you see the runway threshold in reduced visibility or identify the threshold of a runway that is surrounded by a preponderance of other lighting or one that lacks contrast with surrounding terrain. Visual Glideslope Indicators Visual glideslope indicators are light systems which indicate your position in relation to the desired glide path to the runway. One of the most frequently used installations is the Visual Approach Slope Indicator (VASI). Visual Glideslope Indicators If you are landing at a controlled airport served by a VASI, regulations require that you maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing Visual Glideslope Indicators Some airports may have a Pulsating Visual Approach Slope Indicator (PVASI) which projects a two-color visual approach path into the final approach area. A Tri-color VASI uses a single light unit to project a three-color visual path. Visual Glideslope Indicators Visual Glideslope Indicators The Precision Approach Path Indicator (PAPI) has 2 or four lights installed in a single row instead of far and near bars. Visual Glideslope Indicators Runway Lighting Runway edge lights can be classified according to their brightness. ◦ High intensity runway lights (HIRLs) are the brightest runway lights available. ◦ Medium intensity runway lights (MIRLs) and ◦ Low intensity runway lights (LIRLs) are, as their names indicate, dimmer in intensity. Runway Lighting Runway edge lights are white, except on instrument runways, where amber replaces white on the last 2000 feet or half the runway length, whichever is less, to indicate a caution zone. Runway Lighting Bidirectional threshold lights mark the ends of each runway. As you approach for landing, the lights appear green, indicating the beginning of the landing portion of the runway. As viewed during takeoff in the opposite direction, the threshold lights appear red, marking the departure end of the runway. Displaced threshold lights also appear green during approach to a landing, do not land short of these lights. Runway Lighting The absence of runway edge lights prior to the green threshold lights is another cue that no operations are authorized short of the displaced threshold. However, if taxi, takeoff, and rollout are permitted, runway edge lights will mark the area short of the displaced threshold. Runway Lighting Touchdown zone lighting (TDZL) helps you identify the touchdown zone when visibility is reduced. It consists of a series of white lights flush- mounted in the runway. They begin approximately 100 feet from the landing threshold and extend 3000 feet down the runway or to the midpoint of the runway, whichever is less. Runway Lighting Runway centerline lights (RCLS) are flush mounted in the runway to help you maintain the centerline during takeoff and landing. As you approach the runway, the centerline lights first appear white. They change to alternating red and white lights when you have 3000 feet of remaining runway, then they show all red for the last 1000 feet of runway. Runway Lighting Taxiway lead of lights generally are flush mounted alternating green and yellow lights spaced at 50 foot intervals. They define the curved path of an aircraft from a point near the runway center line to the center of the intersecting taxiway. Runway Lighting When installed, taxiway centerline lights are green and taxiway edge lights are blue. Pilot-controlled Lighting Pilot controlled lighting is the term used to describe systems that you can activate by keying the aircraft’s microphone, or mike, on a specified frequency. To operate pilot-controlled lighting, key your mike seven times on the specified frequency to turn all the lights on for fifteen minutes at maximum intensity. Key the mike five times for medium-intensity lighting and three times for the lowest intensity. You must key the mike the required number of times within a period of five seconds Airport Beacon At night, airport beacons are used to guide pilots to lighted airports. These airport beacons are most effective from one to ten degrees above the horizon; however, you normally can see them at altitudes well above the ten degree angle. Airport Beacon The beacon is usually not operating during the day unless the ceiling is less than 1,000 feet and/or the ground visibility is less than 3 statute miles, the normal VFR minimums. Obstruction Lighting Obstruction lights are installed on prominent structures such as towers, buildings and sometimes power lines. Flashing red lights or high intensity strobe lights warn you of the obstructions. Aircraft Lighting The approved aircraft position lights for night operations are a green light on the right wingtip, a red light on the left wingtip, and a white light on the tail. In addition, flashing aviation red or white anticollision lights are required for night flight. Aircraft Lighting If you see a red position light to the right of a green light, the aircraft is flying toward you. A steady red and flashing red light indicate the aircraft is crossing to your left and a steady white light combined with a flashing red light identify an aircraft flying away from you. Airspace Classifications Airspace designation in Republic of the Philippines: ◦ Class A Altitude ◦ Class B Big ◦ Class C Crowded ◦ Class D Dialogue ◦ Class E Elsewhere ◦ Class G Go for it (uncontrolled)  ATC does not exercise control of traffic and you are not required to communicate with them when operating in Class G airspace.  Federal Airways, or Victor Airways, are based on VOR or VORTAC navaids and are identified by a V and the airway number.  In Class E airspace, you cannot fly when the weather is below VFR minimums unless you are instrument rated, have filed an IFR flight plan, and have received a clearance from ATC.  Airspace at an airport with a part- time control tower is classified as Class D airspace only when the associated tower is in operation. When departing a nontowered satellite airport in Class D airspace, contact the controlling tower as soon as practicable after takeoff.  Prior to entering Class C airspace, you must establish two-way communication with the ATC and maintain it while you are operating within the airspace. All aircraft operating in a Class C area must be equipped with a transponder with Mode C.  A transponder is required within 30 NM of the Class B’s primary airport from the surface to 10,000 ft MSL. Prior to entering Class B airspace, you are required to obtain a clearance from ATC.  A VFR corridor is airspace with specific vertical and lateral boundaries which allows you through fly through Class B airspace without clearance from, or communication with ATC.  A To operate within Class A airspace, you must be instrument rated and your aircraft must be transponder equipped, operate on an IFR plan, and be under positive ATC control. Within Class A airspace, you are required to set your altimeter to the standard setting of 29.92 inches Hg so that all pilots maintain their assigned altitudes using the same altimeter reference. Airspace Features Class A Class B Class C Class D Class E Class G VFR Min. Vis. and Distance N/A N/A N/A N/A N/A Day 1 s.m. Clear of Clouds from Clouds 1,200 AGL or less. (regardless of MSL Night 3 s.m. Altitude 500 ft Below 1,000 ft Above 2,000 ft Horizontal VFR Minimum Visibility N/A 3 Statute Miles 3 Statute Miles 3 Statute Miles Below 10,000 ft MSL – Below 10,000 ft MSL – 3 s.m. Day 1 s.m. Night 3 s.m. At or Above 10,000 ft MSL – 5 s.m. At or Above 10,000 ft MSL – 5 s.m. (above 1,200 ft. AGL) VFR Minimum N/A Clear of Clouds 500 ft Below 500 ft Below Below 10,000 ft MSL – Below 10,000 ft MSL – Distance from Clouds 1,000 ft Above 1,000 ft Above 500 ft Below 500 ft Below 2,000 ft Horizontal 2,000 ft Horizontal 1,000 ft Above 1,000 ft Above 2,000 ft Horizontal 2,000 ft Horizontal (above 1,200 ft AGL) At or Above 10,000 ft MSL – At or Above 10,000 ft MSL – 1,000 ft Below 1,000 ft Below 1,000 ft Above 1,000 ft Above 1 s.m. Horizontal 1 s.m. Horizontal (above 1,200 ft AGL) Minimum Pilot Instrument Rating Private Pilot Certificate Student Pilot Certificate Student Pilot Certificate Student Pilot Certificate Student Pilot Certificate Qualifications Student Pilot Certificate Endorsement VFR Entry and Equipment IFR Flight Plan and IFR ATC Clearance Establish Radio Establish Radio None None Requirements Clearance Required Communication Communication Transponder with Mode C Transponder with Mode C ATC Services All Aircraft Separation All Aircraft Separation IFR/IFR Separation IFR/IFR Separation IFR/IFR Separation VFR Traffic Advisories on Request IFR/VFR Separation VFR Traffic Advisories VFR Traffic Advisories on (Workload Permitting) (Workload Permitting) Request VFR Traffic Advisories (Workload Permitting) (Workload Permitting) Special VFR a) If weather is below VFR minimums and there is no conflicting traffic, you may obtain a special VFR clearance from the ATC facility having jurisdiction over the affected airspace. b) A special VFR clearance allows you to enter, leave, or operate within the surface areas of class B, C, D, or E airspace if the visibility is at least 1 statute mile and you can remain clear of clouds. c) Special VFR is not permitted between sunset and sunrise unless you have an instrument rating and the aircraft is equipped for instrument flight. Airspeed Limitations Flights below 10,000 feet MSL ◦ Maximum indicated speed of 250 knots. In Class C or D airpace, at or below 2,500 feet above the surface and within 4 NM of the primary airport. ◦ Must not exceed 200 KIAS In class B airspace and in VFR corridors through class B airspace. ◦ Must not exceed 200 KIAS Special Use Airspace Special use airspace is used to confine certain flight activities and to place limitations on aircraft operations which are not part of these activities. Special Use Airspace Alert Areas Areas shown on aeronautical charts to inform you of unusual types of aerial activities, such as parachute jumping, glider towing, or high concentration of student pilot training are designated as alert areas. Responsibility for collision avoidance in an alert area rests with all pilots. Special Use Airspace Military Operations Areas A military operations area (MOA) is a block of airspace in which military training and other military maneuvers are conducted. VFR aircraft are not prevented from flying through active MOA’s, but it is wise to avoid them when possible. Special Use Airspace Warning Areas A warning area is airspace of defined dimensions, extending from three nautical miles outward from the coast that contains activity which may be hazardous to nonparticipating aircraft. Warning areas often contain hazards such as aerial gunnery or guided missiles. Special Use Airspace Restricted Areas Restricted areas often have invisible hazards to aircraft, such as artillery firing, aerial gunnery, or guided missiles. Permission to fly through restricted areas must be granted by the controlling agency. Special Use Airspace Prohibited Areas Prohibited areas are established for security or other reasons associated with national welfare and contain airspace within which the flight of aircraft is prohibited. You must obtain permission from the controlling agency to operate within a prohibited area. Special Use Airspace Controlled Firing Areas The distinguishing feature of a controlled firing area, compared to other special use airspace, is that its activities are discontinued immediately when a spotter aircraft, radar, or ground lookout personnel determines an aircraft might be approaching the area. Other Airspace Areas National Security Areas National security areas (NSAs) are established at locations where there is a requirement for increased security and safety of ground facilities. At times, flight through an NSA may be prohibited to provide a greater level of security and safety. Other Airspace Areas Military Training Routes Low-level, high speed military training flights are conducted on military training routes (MTRs). Military aircraft are normally operating speeds in excess of 250 knots along MTRs. Routes at and below 1,500 feet AGL are designed to be flown under VFR. Routes above 1,500 feet AGL are developed primarily to be flown under IFR. Other Airspace Areas Temporary Flight Restrictions When necessary, temporary flight restrictions are imposed to protect persons or property on the surface or in the air from a specific hazard or situation. The objectives are to provide a safe environment for rescue/relief operations and to prevent unsafe congestion of sightseeing or other aircraft above an incident or event which may generate high public interest. Flight Information Aeronautical Charts Sectional charts are your primary VFR navigation references and depict topographic information, visual landmarks and airport data. Instrument charts are produced in electronic and printed formats by Jeppesen and the FAA. Chart Supplements Chart supplements include data that cannot be readily depicted in graphic form on charts. This data applies to public and joint use airports, seaplane bases, and heliports, as well as navaids and airspace. Chart Supplements Each chart supplement contains 5 primary sections: The Airport/Facility Directory Legend The Airport/Facility Directory Notices Associated Data Airport Diagrams Airport/Facility Directory The Airport/Facility Directory (A/FD) contains a descriptive listing of all airports, heliports, and seaplane bases which are open to the public. Airport listings in the Airport/Facility Directory include the airport location, availability of radar services, as well as communication and navigation frequencies. In addition to basic runway data, such as the length, width, and composition, the A/FD lists the types of runway lighting available, including the type of visual glide slope indicator, if the runway has one. Airport/Facility Directory Notices, Associated Data, and Airport Diagrams Notices to Airmen National Notices to Airmen System provides you with time-critical flight planning information regarding a facility, service, procedure, or hazard that is temporary or not known far enough in advance to be included in the most recent aeronautical charts or Chart Supplements. Notices to Airmen NOTAM(D) (distant NOTAM) information is disseminated for all navigational facilities which are part of the National Airspace System, all public use airports, seaplane bases, and heliports listed in the AF/D. NOTAM(L) (local NOTAMs) are distributed locally and contain information, such as taxiway closures, personnel and equipment near or crossing runways, and airport rotating beacon and lighting aid outages. FDC NOTAMs contain regulatory information such as temporary flight restrictions or amendments to instrument approach procedures and other current aeronautical charts. Federal Aviation Regulations The code of Federal Regulations (CFR) contains the official text of public regulations issued by the agencies of the Federal government. The FARs are broken down into numbered parts and then sections which refer to a specific regulation. Aeronautical Information Manual Your official guide to basic flight information and ATC procedures is the Aeronautical Information Manual (AIM). The AIM contains fundamental information for both VFR and IFR flight operations within the National Airspace Syatem. Advisory Circulars Advisory Circulars (ACs) are a systematic means of providing pilots with nonregulatory guidance and information in a variety of subject areas. ACs also explain methods for complying with FARs. THE FLIGHT ENVIRONMENT Section B – ATC Services ADS-B System The automatic dependent surveillance broadcast system (ADS-B) incorporates GPS, aircraft transmitters and receivers, and ground stations to provide pilots and ATC with specific data about the position and speed of aircraft. In order to receive the signal and display traffic information in your aircraft, you must also have ADS-B In capability. ADS-B Services The ADS-B system provides precise real time data that immediately indicates to controllers when an aircraft deviates from its assigned flight path. Aircraft equipped with ADS-B In receive traffic data from other ADS-B aircraft on a cockpit display of traffic information (CDTI), which can be a dedicated display or integrated into an existing display, such as a GPS moving map or multi-function display (MFD). ADS-B Services The ADS-B system displays aircraft with transponders that are not ADS-B equipped using the traffic information service- broadcast (TIS-B). ADS-B Services ATC and pilots also can use ADS-B to monitor aircraft surface movement. ADS-B Services In addition to traffic data, ADS-B can provide the flight information service- broadcast (FIS-B) to suitably-equipped aircraft. FIS-B Delivers a broad range of textual and graphical weather products, as well as other flight information, such as the location of temporary flight restrictions (TFRs) and special use airspace (SUA) status. Air Route Traffic Control Center The facilities that provide air traffic control service to aircraft operating on IFR flight plans in controlled airspace are the air route traffic control centers (ARTCCs). They are also the central authority for issuing IFR clearances, and they provide nationwide monitoring of each IFR flight, primarily during the enroute phase. Air Route Traffic Control Center The long-range radar equipment used in controlled airspace to manage traffic is the air route surveillance radar (ARSR) system. ARSR Facilities relay traffic information to radar controllers at ARTCCs to direct and coordinate IFR traffic. The controller has various techniques to ensure adequate separation. Some of the most common include route changes, radar vectoring, altitude crossing restrictions for navaids and intersections, altitude changes, and speed adjustments. Air Route Traffic Control Center Pilot Responsibilities Regulations state that you may not act as pilot in command of a flight conducted under IFR unless you hold an instrument rating and meet the recency of experience requirements for instrument flight as specified under FAR Part 61. In addition, your aircraft must meet the equipment and inspection requirements of FAR Part 91. If weather conditions are below VFR minimums, you must file an IFR flight plan and obtain an IFR clearance before departing from within, or prior to entering controlled airspace. Additional ARTCC Services Separation From VFR Traffic ATC‘s first priority is the separation of all IFR aircraft from one another. However, if workload permits, the controller might advise you of VFR aircraft that could affect your flight. FARs Require every pilot to see and avoid other aircraft whenever possible even when they are operated under positive radar control, as in Class B airspace. Additional ARTCC Services Weather Avoidance Approach controllers use ASR and can advise pilots of four levels of precipitation intensity: light, moderate, heavy and extreme. Center controllers use WARP and can advise pilots of three levels of precipitation intensity: moderate, heavy, and extreme. To ensure that ATC disseminates timely weather information, each center has a meteorologist who monitors the weather within the center's airspace and advises pilots of hazardous weather affecting their route of flight. Additional ARTCC Services Safety Alerts A center controller will issue a safety alert when it becomes apparent that your flight is in unsafe proximity to terrain, obstructions, or other aircraft. The second type of safety alert is called an aircraft conflict alert. This service is provided when the controller determines that the minimum separation between an aircraft being controlled and another aircraft could be compromised. Additional ARTCC Services Emergency Assistance One advantage of IFR flight is the continual radio contact with ATC. In addition, your flight is continuously in radar contact. If a problem arises, ATC is immediately available to render a wide variety of services including: Clearing conflicting traffic or giving priority to aircraft in emergency situations. Providing radar vectors and, if required, a reader approach to the nearest suitable airport. Alerting search and rescue (SAR) agencies in the area. Terminal Facilities Terminal Radar Approach Control Approach and departure control services are operated by Terminal radar approach control (TRACON) facilities. TRACON Controllers coordinate very closely with the ARTCC to integrate arrival traffic from the enroute state to the terminal area, and transition departure traffic to the enroute phase. Terminal Facilities Control Tower Control towers are responsible for the safe, orderly, an expeditious flow of all traffic that is landing, taking off, operating on and in the vicinity of an airport, and when the responsibility has been delegated, towers can also provide further separation of IFR traffic in terminal areas. When arriving IFR at a controlled airport, you are sequenced by approach control for spacing and then advised to contact the tower for landing clearance. Terminal Facilities Control Tower When a control tower is operational, you are required to obtain a clearance prior to operating in a movement area. this clearance can be from ground control or the tower operator. Aircraft that are departing IFR are integrated into the departure sequence by the tower. After takeoff, you are required to remain on the tower frequency until you are instructed to contact departure control. Terminal Facilities ATIS Automatic Terminal Information Service (ATIS) is the continuous broadcast of non control airport information at selected high activity terminal areas. ATIS is used to improve controller effectiveness and reduce frequency congestion at busy airports. ATIS It's updated whenever any official weather is received, regardless of content change. Terminal Facilities Clearance Delivery Clearance delivery enables you to receive an IFR clearance prior to contacting ground control for taxi. You can also use clearance delivery to receive a departure control frequency and transponder code when departing an airport with a radar departure control. ATC Services for VFR Aircraft Traffic Advisories “RPC-1735, traffic at 12 o’clock, 4 miles eastbound, Cessna 172 at 5,000.” Safety Alerts “RPC-1735, low altitude alert, climb to 8,000 immediately.” Vectors RPC-1735, turn left heading 270, advise airport in sight.” Sequencing RPC-1735, follow the Cessna turning final, do you have the traffic in sight?” Separation RPC-1735, cleared to enter Class B airspace, maintain 5,500.” Interpreting Traffic Advisories When giving traffic advisories and safety alerts, ATC references traffic from your airplane as if it were a clock with 12 o'clock at the nose. Keep in mind that wind correction angles do not show up on the ATC display. THE FLIGHT ENVIRONMENT Section C – ATC Clearances ATC Clearances Pilot Responsibilities When ATC issues a clearance, regulations specify that you are not to deviate from it, except in an emergency, unless an amended clearance is received or unless complying with that clearance will cause you to violate a rule or regulation. If, in your opinion, a clearance is unsafe or not appropriate, it is your responsibility to promptly request an amended clearance. If you find it necessary to deviate from your clearance due to an emergency, or compliance with the clearance would place your airplane in jeopardy, you must notify ATC as soon as possible. Pilot Responsibilities See and Avoid Pilot Responsibilities IFR Climb and Descent Considerations ATC expects you to maintain a continuous rate of climb of at least 500 ft/min to your assigned cruising altitude. Unless ATC advises “At pilot’s discretion,” you are expected to climb or descend at an optimum rate consistent with your airplane's performance to within 1000 feet of your assigned altitude. Then attempt to climb or descend at a rate of between 500 and 1,500 ft/min until you reach the assigned altitude. If, at any time, you are unable to climb or descend the rate of at least 500 ft/min, advise ATC. IFR Flight Plan and ATC Clearance You are required to file an IFR flight plan and obtain an ATC clearance prior to flying in controlled airspace under IFR, when the weather is below VFR minimums, and in Class A airspace regardless of the weather. You may cancel an IFR flight plan anytime you are operating under VFR conditions outside of Class A airspace. However, after you cancel IFR, you must conduct the flight strictly in VFR conditions from that point on. If you encounter IFR weather again, you must remain in VFR conditions while you find a new flight plan and obtain an IFR clearance. Elements of an IFR Clearance Elements of an IFR Clearance Clearance Limit The clearance issued prior to departure normally authorizes you to fly to your airport of intended landing. However, because of delays at your destination, you might be cleared to a fixed short of your destination. If this happens, you will be given an expect further clearance (EFC) time. At some locations, you might be given a short-range clearance, whereby a clearance is issued to affix within or just outside of the departure terminal area. Elements of an IFR Clearance Departure Procedure ATC can issue specific headings for you to fly and altitude restrictions to separate your airplane from other traffic in the terminal area. Standard instrument departure procedures (SIDs) end standard terminal arrival routes (STARs) are essentially charted procedures that help simplify the issuance of a clearance. If you do not possess SID and STAR charts, or do not wish to use these procedures, include the phrase “No SID No STAR” in the remarks sections of your IFR flight plan. Elements of an IFR Clearance Route of Flight Clearances are normally issued for altitude or flight level and route filed by the pilot. However, due to traffic conditions, it is sometimes necessary for ATC to specify an altitude/flight level or route different from that requested. In addition, flow patterns have been established in certain congested areas, or between congested areas, whereby capacity is increased by routing all traffic on preferred routes. Elements of an IFR Clearance Altitude Data The altitude or flight level instructions in an ATC clearance normally require that you “maintain” the altitude or flight level at which the flight will operate when in controlled airspace. When possible, if the altitude assigned is different from the altitude requested, ATC will inform you when to expect a climb or descent clearance or when to request an altitude change from another facility. Elements of an IFR Clearance Altitude Data ATC may issue a cruise clearance in situations where the road segment is relatively short and traffic congestion is not a consideration. The significance of a cruise clearance is that you may operate at any altitude, from the minimum IFR altitude up to and including, but not above, the altitude specified in the clearance. Another important aspect of a cruise clearance is that it also authorizes you to proceed and to perform an approach at the destination airport. Elements of an IFR Clearance Holding Instructions If you have been cleared to a fix other than the destination airport and a delay is expected, it is the responsibility of ATC to issue complete holding instructions, unless the pattern is charted on the enroute chart or approach procedure. In addition, the controller should issue an EFC time, and a best estimate of any additional enroute or terminal delay. If the holding pattern is charted and the controller does not issue complete holding instructions, you are expected to hold as depicted on the appropriate chart Abbreviated IFR Departure Clearance In order to decrease radio congestion and controller workload, ATC issues an abbreviated IFR departure clearance whenever possible. This type of clearance uses the phrase “cleared as filed” to indicate you have been cleared to fly the route as contained in your IFR flight plan. If you have filed a SID in your flight plan or an SID is in use at the departure airport, the SID or SID transition to be flown is included in the abbreviated clearance. Although SIDs are included in the abbreviated clearance, STARs are considered part of the routing and normally are not stated in the body of the clearance. Departure Restrictions A release time specifies the earliest time you may depart. When ATC issues a hold for release, you may not depart until you receive a release time or you are given additional instructions. If you are operating at an airport not served by an operating control tower, ATC might find it necessary to issue a clearance void time in conjunction with your IFR departure clearance. The wording, “clearance void if not off by…” indicates that ATC expects you to be airborne by a certain time. VFR on Top A VFR-on-top clearance allows you to fly in VFR conditions and at appropriate VFR cruising altitudes of your choice. ATC cannot initiate a VFR-on-top clearance. After ATC approves your request, you must maintain VFR conditions at all times. Altitude selection must comply with the VFR cruising altitude rules, which are based on the magnetic course of the aircraft. VFR on Top This type of clearance allows you to change altitude in VFR conditions after advising ATC of the intended altitude changes. An ATC authorization to maintain VFR on top does not literally restrict you to on-top operations. You may operate VFR on an IFR flight plan when you are above, below, or between layers, or in the clear. If at anytime VFR conditions cannot be maintained, you must inform ATC and receive a new clearance before you enter IFR conditions. Climb to VFR on Top Climb to VFR on top is a type of clearance that allows you to climb through a cloud, haze, or smoke layer and then either cancel your IFR flight plan or operate VFR-on-top. The ATC authorization will contain a top report (or a statement that no top report is available) and a request to report upon reaching VFR-on-top. Additionally, the ATC authorization might contain a clearance limit, routing, and an alternative clearance if VFR-on-top is not reached by a specific altitude. Approach Clearances If only one approach procedure exists or if you are authorized by ATC to perform the approach procedure of your choice, you are issued a clearance, such as “…cleared for approach.” If more than one approach procedure is available at the destination airport or if ATC restricts you to a specific approach, the controller specifies, “…cleared for ILS Runway 35 Right approach.” Approach Clearances When you plan to land on a runway that is not aligned with the approach you are flying, the controller can issue a circling approach clearance. In this case, the controller will specify, “…cleared 4 RNAV (GPS) Runway 17 approach, circle to land runway 23.” When you request a contact approach, you may use this procedure instead of the published procedure to expedite your arrival, as long as the airport has a standard or special instrument approach procedure, the reported ground visibility is at least one statute mile, and you are able to remain clear of clouds with at least one mile flight visibility throughout the approach. A contact approach cannot be initiated by ATC. Approach Clearances When operationally beneficial, ATC can authorize you to conduct a visual approach to the airport in you of the published approach procedure. A visual approach can be initiated by you or the controller. Before issuing a visual approach clearance, the controller must verify that you have the airport, or a preceding aircraft that you are to follow, in sight. A visual approach clearance is authorized when the ceiling is reported or expected to be at least 1000 feet AGL and the visibility is at least three statute miles. You must remain clear of the clouds at all times while conducting a visual approach. VFR Restrictions to an IFR Clearance During the issuance of an ATC clearance, the controller might direct you to “maintain VFR conditions.” However, this restriction is only issued when you request it. In the case of a VFR departure, for example, you might request a VFR climb, which would allow you to avoid the departure procedure and climb on course. When operating on an IFR flight plan with a VFR restriction, you must remain in VFR conditions and maintain your own traffic separation during the VFR portion of your clearance. A composite flight plan is a request to operate IFR on one portion of a flight and VFR for another portion. Clearance Readback As the pilot in command, you should read back the clearance given by the controller if you feel the need for confirmation. Additionally, controllers can request that you read back a clearance when the complexity of the clearance or any other factors indicate a need. Clearance Shorthand Clearance Shorthand Proficiency in copying clearances is the result of practice and knowing clearance terminology. THE END