VFR (Visual Flight Rules) are rules that govern the procedures for conducting flight under visual

conditions. the weather conditions that are equal to or grater than minimum VFR requirement. In
addition, it is used by pilots and controllers to indicate type of flight plan. ( Jeppesen Instrument
Commercial, page 1-11)

VMC (Visual Meteorogical Condition) are meteorogical conditions expressed in terms of visibility,
distance from cloud, and ceiling equal to or better than specified minima. ( Jeppesen Instrument
Commercial, page 1-11)

Airspace Flight Visibility Distance from Clouds

Class A Not applicable Not applicable

Class B 8 km above 10.000 feet and 5 km Clear of clouds

below 10.000 feet

Class C 8 km above 10.000 feet and 5 km 1,000 feet above

below 10.000 feet
1,000 feet above

1,500 meters horizontal

Class F 8 km above 10.000 feet and 5 km 1,000 feet above

below 10.000 feet.
1,000 feet above
The higher of: 3000 feet AMSL 5 km, or
1000 feet AGL in sight 1,500 meters horizontal

Clear of clouds

Class G_ 8 km above 10.000 feet and 5 km 1,000 feet above

below 10.000 feet.
1,000 feet above
The higher of: 3000 feet AMSL 5 km, or
1000 feet AGL in sight 1,500 meters horizontal

Clear of clouds
Basic VFR Weather minimum (CASR 91.155)

IFR (Instrument Flight Rules) are rules governing the procedures for conducting instrument flight.
This is also a term used by pilot and controller to indicate type of flight plan. The ICAO defines IFR as
a set of rules governing the conduct of flight under instrument meteorological conditions. ( Jeppesen
Instrument Commercial, page 1-11)

IMC (Instrument Meteorogical Condition) are meteorogical conditions expressed in terms of visibility,
distance from cloud, and ceiling less than the minima specified for visual meteorogical conditions.
( Jeppesen Instrument Commercial, page 1-11)
MORA & GRID MORA
1. MORA's give at least 1,000' altitude clearance above terrain, and 2,000' in
mountainous (elevation 5,000'+) terrain.
Route MORAs provided an obstacle clearance within 10 nautical miles (19 km) on
both sides of the airways and within a 10-nautical-mile (19 km) radius around the
ends of the airways.

2. Grid MORAs provide an obstacle clearance altitude within a latitude and longitude
grid block, usually of one degree by one degree. They are presented in feet (ft),
omitting the last two figures. Example: 7,600 feet is given as 76.
Grid MORA values clear all terrain and obstructions by 1000 feet in areas where the
highest elevations are 5000 feet MSL or lower. MORA values clear all terrain by 2000
feet in areas where the highest elevations are 5001 feet MSL or higher.

Minimum Safe Altitude (MSA) :

The altitude below which it is hazardous to fly because of the presence high ground or other
obstacle. MSA are published for emergency use on instrument approach procedure (IAP)
charts except RNAV (area navigation) IAPs. The MSA is defined using NDB (nondirectional
beacon) or VOR (VHF omnidirectional radio range) facilities within a 25 (normally) or 30
NM (maximum) radius. If there is no VOR or NDB within 30 NM of the airport, there will be
no MSA. The altitude shown provides at least 1000 ft of clearance above the highest obstacle
in the defined sector.

Minimum Sector Altitude

The lowest altitude which may be used which will provide a minimum clearance of 300 m
(1000 ft) above all object located in an area contained within a sector of 46 km (25 NM)
radius centered on radio aid to navigation. (ICAO) this altitude may be used under emergency
conditions. Sectors depicted on approach charts must be at least 90 o in scope. The altitudes
do not necessarily ensure acceptable navigational signal coverage.
Minimum Enroute Altitude

Minimum enroute altitude,[2] is the lowest published altitude between radio navigation
fixes that assures acceptable navigational signal coverage (see MRA) and meets obstacle
clearance requirements (see MOCA) between those fixes.

Final Approach Fix (FAF)

The fix and/or waypoint located on the final approach course of an instrument approach
procedure prior to the point of the glide-path intercept on a precision approach procedure;
prior to the final approach fix on a nonprecision approach procedure that has a designated
final approach fix; prior to any stepdown fixes on a non-precision approach procedure with
designated fixes but no final approach fix; or at a point that would permit a normal landing
approach on a nonprecision approach procedure with no final approach fix or stepdown
fixes. It is a fix from which the final IFR (instrument flight rules) approach to an airport is
executed and which identifies the beginning of the final approach segment. An FAF is
indicated on the charts. A Maltese Cross symbol is used for non-precision approaches, and
the lightning bolt symbol is used for precision approaches. When ATC (air traffic control)
directs a lower-than-published glide-slope or -path-intercept altitude, it is the resultant
actual point of the path or path intercept. Also called a centerline fix.
http://www.answers.com/topic/final-approach-fix#ixzz220U27J4B