MINIMUM EN ROUTE ALTITUDE (MEA)
---MEA is the lowest altitude between radio fixes giving acceptable signal and obstacle clearance
---MEAs are buffered 300' above transition area altitudes and 500' within control areas
---MEAs provide obstacle clearance, navigation signal and communication but...
---Communications at MEA is not guaranteed

MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)
---The lowest published altitude gives obstacle clearance for entire route segment
---Assures navigational signal within 22NM of facility
---MOCA set to Required Obstacle Clearance (ROC) is computed by TERPS to nearest 100'
---1000' additional is added in mountainous areas
---ATC will warn pilots if aircraft by giving a safety alert and pilot should advise as to action taken

MINIMUM VECTORING ALTITUDES (MVAs)
---Some MVAs have lower altitudes than MOCAS and MEAs but most are same as MOCAs and MEAs
---MVA charts are available to ATC but not to pilots

MINIMUM RECEPTION ALTITUDE (MRA)
---These are FAA flight tested altitudes on every route.
---Should the fix MRA be above the MEA a new MRA for the fix is required to use the fix

MINIMUM CROSSING ALTITUDE (MCA)
---MCA is lowest altitude to be at when proceeding toward a higher minimum en route IFR altitude
---MCAs are used preceding a higher en route altitude (Figure 3-18) having obstacles
---When a change of altitude is combined with a route change course guidance may be required
---MCA climb Gradients:
---Sea level through 5000'MSL –150' per NM
---5000 through 10000'MSL 120' per NM
---10000 through and over 100' per NM

MAXIMUM AUTHORIZED ALTITUDE (MAA)
---Procedural limits determined by technical limits of airspace or frequency interference

IFR CRUISING ALTITUDE or FLIGHT LEVEL
---When in IFR flight pilots must maintain altitudes and headings as assigned by ATC
---For IFR cruising altitudes see Figure 3-21 all courses are magnetic
---When below 18,000 MSL altimeter setting must be set by (closest) source within 100 NM
---Any change in altitude must be (requested/reported) to ATC

LOWEST USABLE FLIGHT LEVEL
---The true altitude of an aircraft is lower than indicated when barometric pressure is lower than standard
---When flying below 18000 feet in NOTAMED low pressure conditions set altimeter to 31.00

RADAR CONTACT REPORTING PROCEDURES (Figure 3-23)
---Always acknowledge and read back a handoff from one controller to another
---Leaving one altitude for another while always using the words climbing and descending
---Any VFR-on-top change in altitude
---Leaving any assigned holding fix or point
---Missed Approach
---Unable to climb/descend at 500 fpm
---True Air Speed (TAS) variation of 5% or 10 knots from filed speed
---Time (after the hour) and altitude on reaching holding fix or clearance limit
---Loss of nav/comm capability
---Un-forecast weather or safety change

POSITION REPORT ITEMS (FIGURE 3-24)
---Identification, position, time, altitude, IFR/VFR, ETA of next fix, name of next fix and remarks

NON-RADAR POSITION REPORTS
---Leaving FAF or OM when inbound
---ETA over three minutes off
---Position reporting as required (over facilities and solid triangles)
---Off airways with filed fixes, report all fixes used in flight plan
---Mandatory reporting points apply to VFR-on-top giving position, route, and ETA.
---Time may be given in minutes if no misinterpretation is possible

COMMUNICATION FAILURE
---See AIM for all requirements
---Should your comm radios fail ATC may try to contact you on VOR frequencies or previous frequency
---Regulations try to get you out of IFR flight plan get to VFR when able if unable comply with regulations
---On radio failure aircraft is expected to squawk 7600 this shows as a flashing RDOF on the radar screen
Route
---Fly the route assigned in last clearance
---If being vectored fly direct to fix, route or airway specified in radar clearance
---In no assigned or expected route fly route as filed
Altitude
---As assigned in last clearance
---Fly minimum IFR altitude
---Fly altitude advised to expect
---Climb to MEA and MCAs as they occur

CLIMBING AND DESCENDING EN ROUTE
---Position reports only if radar fails
---En route flight includes climbing, level, and descending on ARTCC flight progress strip
---Flight has communications, reports, response to clearances, monitoring position and equipment status

PILOT/CONTROLLER EXPECTATIONS
---ATC clearances or instructions require pilot execution on receipt

---‘immediately' said by ATC is a sign of urgency in required response
---"Climb at pilot's discretion" allows pilot to select rate, level off any time but cannot go down again
---If no ATC climb restrictions are made pilot climbs at optimum rate until 1000' below assigned altitude
---Advise ATC if at any time you are unable to climb at 500 feet per minute
---"expedite climb" means to climb at maximum rate but ‘expedite' is cancelled by any new requirement.
---All clearances given and clearance readbacks require accuracy or clarification

AIRCRAFT SPEED AND ALTITUDE
---ATC anticipates the 10,000' 250-knot airspeed limit and expects you to anticipate as well.
---Pilots are expected to maintain assigned speed + ten knots
---ATC radar can issue speed adjustments according to traffic needs. I was once told to slow my C-172
---Never hesitate to query ATC if you even THINK there is a clearance or instruction discrepancy
---‘Expect" clearances are for planning purposes only not to be read back until issued as a flight clearance

HOLDING PROCEDURES
---Criteria for the holding pattern are what it takes for separation and obstacle clearance purposes
---The hold is 1000' above any obstacle in the primary area and 500' above obstacles in the secondary area
---When ATC tells you to climb in a hold, no obstacle can be at any of the hold altitudes
---Holding factors are facility errors, wind, procedures, ATC control, outbound leg, airspeed, DME error, airspace size and altitude. Order 7130.3 Holding Pattern Criteria sets the limits

ATC HOLDING INSTRUCTIONS
---Holding instructions are at least five minutes before ETA to the fix
---Pilots are expected to hold at a published fix as published
---Given are direction to fix, fix name, course and leg length turn direction understood or specified, EFC
---You should fly right turns unless left turns are specified.
---Loss of radio requires you to leave the fix at the EFC time
---At the clearance limit without a new clearance, query ATC, hold at the fix on inbound course right turns
---ATC may hold you at designated reporting point at the higher of MEA or MRA
---Unplanned holds at fixes on airway or route radials, bearings or courses
Clearance for Charted Holding Patterns
----Direction to hold from the fix
---Name of the fix
---Expect Further Clearance (EFC) time
Clearance for Uncharted Holding Patterns
---Direction hold from the fix
---Name of fix
---Holding course by radial, bearing, airway or route
---Outbound leg length by time or miles
---Nonstandard pattern
---EFC time

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