IFR Flashcards
The Leans
When in a banked attitude with an abrupt correction can set the fluid in the ear in motion and cause the pilot to think they’ve shifted into a roll.
Coriolis Illusion
The pilots been in a turn and the fluid in the ear canal is moving at the same speed as the canal . If there’s a movement of the head this could cause the fluid to move and create the illusion of turning or accelerating
Graveyard spiral
In a prolonged constant rate turn the pilot will have the illusion of not turning. During recovery to level flight the pilot will have the sensation of turning in the opposite direction and the pilot may try to return the aircraft to its original turn and the pilot will pull back on the yoke putting the plane into a spiral
Somatogravic Illusion
Rapid acceleration makes the pilot think they’re In a nose up attitude
Inversion illusion
An abrupt change from a climb to straight and level can cause a tumbling backward illusion
Elevator Illusion
Upward vertical acceleration can occur in an updraft can cause the illusion of climbing
False Horizon
Sloping cloud formation, a dark scene with ground lights and stars can cause the pilot to align the plane incorrectly with the horizon
Autokinesis
In the dark a stationary light will seem to move when stared at for too long and the pilot could lose control of the aircraft after attempting to align the o,and with the light
Haze
Can create an illusion of being at a greater distance from the runway and pilots will tend to be high on the approach
Pressure altitude
The height above the standard datum pressure and is used for standardizing altitudes for FL
Density Altitude
Pressure altitude corrected for nonstandard temperatures and is used to determine aerodynamic performance in nonstandard atmosphere
Variation
The north magnetic pole is not in the same place as the magnetic compass
Deviation
The magnets in a compass align with any magnetic field
ANDS
Acceleration causes an indication to the north, deceleration causes an indication to the south
VOR
A primary navigational aid. VOR ground station is oriented to magnetic north and transmits information to the aircraft
Distance Measuring Equipment (DME)
Allows for pilots to determine an accurate geographic position of the aircraft including the bearing and distance TO or FROM.
Area Navigation (RNAV)
Equipment includes the VOR/DME, LORAN, GPS, and INS. Computes the aircrafts position, actual ground track, ground speed. This can give the distance, cross track error, and Ike estimates, relative to the selected track or waypoint. RNAV equipment must be approved for use under IFR
Global Positioning System (GPS)
Space based positioning, velocity, and time system. Gives earth centered coordinates to be determined and provides aircraft position. There are 24 satellites
Receiver Autonomous Integrity Monitoring (RAIM)
Needs a minimum of five or six satellites to detect an integrity anomaly. It needs six’s to isolate a corrupt satellite signal and remove it from the navigation solution.
Basically makes sure there is always enough satellites working
Localizer
Located at the end of the instrument runway of an airport. This radiates a field pattern that has a course down the centerline of the runway toward the middle markers and outer markers. This provides course guidance with a glide slope and horizontal guidance.
Class A: Entry Requirements Minimum Pilot Qualifications Two-way radio communications Special VFR Allowed VFR Visibility Minimum VFR Minimum Distance From Clouds VFR Aircraft Separation Traffic Advisories Airport Application
Entry Requirements: ATC Clearance Minimum Pilot Qualifications: Instrument Rating Two-way radio communications: Yes Special VFR Allowed: No VFR Visibility Minimum: N/a VFR Minimum Distance From Clouds: N/a VFR Aircraft Separation: N/a Traffic Advisories: Yes Airport Application: N/a
Class B: Entry Requirements Minimum Pilot Qualifications Two-way radio communications Special VFR Allowed VFR Visibility Minimum VFR Minimum Distance From Clouds VFR Aircraft Separation Traffic Advisories Airport Application
Entry Requirements: ATC Clearance
Minimum Pilot Qualifications: private or student certification
Two-way radio communications: yes
Special VFR Allowed: yes
VFR Visibility Minimum: 3 Sm
VFR Minimum Distance From Clouds: clear of clouds
VFR Aircraft Separation: all
Traffic Advisories: Yes
Airport Application: radar, instrument approaches, weather, control tower, high density
Class C: Entry Requirements Minimum Pilot Qualifications Two-way radio communications Special VFR Allowed VFR Visibility Minimum VFR Minimum Distance From Clouds VFR Aircraft Separation Traffic Advisories Airport Application
Entry Requirements: prior two way communications
Minimum Pilot Qualifications: student cert.
Two-way radio communications: yes
Special VFR Allowed: yes
VFR Visibility Minimum:3 Sm
VFR Minimum Distance From Clouds: 500’ below, 1000’ above, 2000’ horizontal
VFR Aircraft Separation: IFR aircraft
Traffic Advisories: yes
Airport Application: radar, instrument approaches, weather, control tower
Class D: Entry Requirements Minimum Pilot Qualifications Two-way radio communications Special VFR Allowed VFR Visibility Minimum VFR Minimum Distance From Clouds VFR Aircraft Separation Traffic Advisories Airport Application
Entry Requirements: two way communications
Minimum Pilot Qualifications: student certs.
Two-way radio communications: yes
Special VFR Allowed: yes
VFR Visibility Minimum:3 sm
VFR Minimum Distance From Clouds: 500’ below, 1000’ above, 2000’ horizontal
VFR Aircraft Separation: runway operations
Airport Application: instrument approaches, weather, control tower
Rime Ice
The droplets are small and freeze immediately when contacting the aircraft surface.
Clear Ice
Larger water droplets or freezing rain that can spread over a surface. This is the most dangerous type of ice cause it’s clear, hard to see, and can Shane the shape of the airfoil
Mixed Ice
Mixture of clear ice and rime ice
VFR-On-Top
Pilots on IFR flight plans operating in VFR weather conditions May request VRF ON TOP in lieu of an assigned altitude which allows them to select an altitude or flight level of their choice
Dual VOR Checks
On the ground (+-)4 in the air is (+-)6 set the two frequencies to the VOR and see if they line up between four degrees
Climb Gradient
Standard climb gradient = 200’ per minute
GS/60xclimb gradient in fpnm= fpm
MEA
Minimum enroute altitude, guarantee signal strength
MOCA
Minimum obstacle clearance altitude
OROCA
Off route obstacle clearance altitude.
Non mountainous area 1000’ above 4 degrees off course
Mountainous area 2000’ above 4 degrees off course
MRA
Minimum reception altitude
MCA
Minimum crossing altitude
MAA
Maximum authorized altitude
Fuel rerquirements
Enough fuel to get to destination, plus 45 minutes, plus enough to get to the alternate
When to put an alternate airport
1hour before or after eta, 2000’ ceilings, 3sm visibility
Required mins. For alternate:
Precision approach : 600’ ceilings, 2sm vis.
Nonprecision: 800’ ceilings, 2sm vis.
When is a procedure turn not required?
Straight in approach Holding in lieu of a procedure turn Arc Radar vectored to final approach course P no procedure turn depicted on chart Timed approach Teardrop course reversal
Visual Descent Point (VDP)
A defined point on the final approach course of a nonprecision straight in approach procedure from which normal descent from the MDA to the runway touchdown point May begin prodded adequate visual reference is established if not equipped to indenting the VDP fly the approach as if no VDP was published.
Visual Approach
Allows a pilot to proceed to the airport under visual conditions
Instrument Approach
Sets the pilot up to align their plane with the runway and fly towards it without being able to see
WAAS
Wide are augmentation system enhances the reliability of the GPS system a waas signal receives info from the airplane and then send information to GPS receivers and thus enhances the accuracy and the reliability of position estimates.
AHRS
Uses tiny sensors to measure acceleration and a fast computer chip analyzes those forces and calculates airplane attitude. By sensing all acceleration in all axes this can calculate how attitude can change and determine the actual attitude of the airplane at any instant.
To act as PIC under IFR within 6cal months preceding the last month of flight
6 instrument procedures
Holding procedure and tasks
Intercepting and tracking courses through the use of navigational electronic systems
Flight Plan Cancellation
Towered airports automatically cancelled by ATC upon landing Non-towered, pilots must contact ATC/FCC TO CANCEL (by radio or phone) Can cancel anytime in flight if out of IMC and out of class A airspace
Departure Procedures
Ensures obstacle clearance Airplane has to cross the departure end of the runway at least 35’ AGL Reach 400’ AGL before turning Climb at least 200’ per NM (fpnm) FPM=FPNMxGS/60
DA
Decision altitude the altitude (MSL) on an instrument approach procedure where the pilot must decide whether to continue the approach or go around
MDA
Minimum descent altitude the lowest altitude you can descend down to
Lost Comms Procedure
Altitude to fly-MEA
Route to fly- AVEF
MEA- fly the highest among:
- minimum altitude prescribed for IFR
- expected (ex. Expect 5000’ after 10 minutes)
- last altitude assigned by ATC
AVEF- select route by the following order:
- assigned route, if none:
- vectored ( fly to the fix/ route/airway last vectored to), if none:
- last expected route by ATC, ,if none:
- filed route
When can you descend below MDA/DA (1)
The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers
When can you descend below MDA/DA (2)
The flight visibility is not less than the visibility prescribed in the standard instrument approach being used
When can you descend below MDA/DA (3)
At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: A. The approach light system, except you may descend below 100’ above the touchdown zone only if the red terminating bars or the red side bars are also visible and identifiable B. The threshold C. Threshold markings D. Threshold lights E. Runway end identifiable lights F. Visual approach slope indicator G. Touchdown zone or it’s markings H. Touchdown zone lights I. Runway or runway markings J. Runway lights
Equipment required for day IFR:
ATOMATOFLAMES +
GENERATOR/ALTERNATOR
RADIOS (TWO-WAY AND NAVIGATIONAL EQUIPMENT APPROPRIATE FOR THE GROUND FACILITIES TO BE USED)
ALTIMETER (SENSITIVE) ADJUSTABLE FOR BAROMETRIC PRESSURE
BALL (SLIP-SKID INDICATOR)
CLOCK (SHOWS HOURS MINUTES AND SECONDS AND INSTALLED AS PART OF THE AIRCRAFT EQUIPMENT)
ALTITUDE INDICATOR
RATE OF TURN INDICATOR
DIRECTIONAL GYRO (HEADING INDICATOR)
Equipment needed for night IFR
ATOMATOFLAMES + FLAPS+
GENERATOR/ALTERNATOR
RADIOS (TWO-WAY AND NAVIGATIONAL EQUIPMENT APPROPRIATE FOR THE GROUND FACILITIES TO BE USED)
ALTIMETER (SENSITIVE) ADJUSTABLE FOR BAROMETRIC PRESSURE
BALL (SLIP-SKID INDICATOR)
CLOCK (SHOWS HOURS MINUTES AND SECONDS AND INSTALLED AS PART OF THE AIRCRAFT EQUIPMENT)
ALTITUDE INDICATOR
RATE OF TURN INDICATOR
DIRECTIONAL GYRO (HEADING INDICATOR)
air data computer (ADC)
an essential avionics component, This computer, rather than individual instruments, can determine the calibrated airspeed, Mach number, altitude, and altitude trend data from an aircraft’s pitot-static system
attitude and heading reference system (AHRS)
consists of sensors on three axes that provide attitude information for aircraft, including roll, pitch and yaw. They are designed to replace traditional mechanical gyroscopic flight instruments.
“On the visual”
Initiated by either ATC or pilot required at least 1000’ ceilings or 3sm visibility and must have either the runway or traffic to follow.
Must have at least MVFR to be “on the visual”
VFR, MVFR, IFR AND LIFR
CEILING
VISIBILITY
COLOR
VFR: 3000’, >5 sm, green
MVFR: 1000-3000’ 3-5 sm, blue
IFR: 500-1000’ 1-3 sm, red
LIFR: <500’ <1 sm, pink
MSA
Minimum safe altitude is for emergencies this is the altitude that you won’t hit any obstacles
CDI Sensitivity: GPS
Enroute: with waas sensitivity 2nmof deviation off course, without waas 5nm
Terminal: within 30nm of airport, 1nm off
Approach: LPV or LNAV, 0.3 off
Circling radius
1.3 nm
As we increase altitude the radius increases because as we increase altitude our true airspeed increases due to the thinner air
Inoperative Equipment
91.205 list, POH Equipment list, and kinds of operation limit
Mandatory Reporting Points
MARVELOUSVFRC500
Missed approach Airspeed ±10 knots or 5% change of filed TAS Reaching a holding fix (time and altitude) VFR on top altitude changes ETA change of ±3 minutes (non-radar) Leaving a holding fix Outer marker inbound (non-radar) Unforecasted weather Safety of flight Vacating an altitude or flight level Final approach fix inbound (non-radar) Radio or navigation failure Compulsory reporting points (non-radar) 500 FPM climb or descent rate not obtainable
Instrument Proficiency Review
You need an IPV review after 12 months to stay current
