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CFI > IFR > Flashcards

IFR Flashcards

1
Q

What is the MEA?

A

Minimum en route altitude

Lowest published altitude between fixes that allows you obstacle clearance and navigational coverage

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2
Q

What is the MOCA?

A

Minimum obstruction clearance altitude

Provides obstacle clearance and navigation coverage up to 22nm of the VOR

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3
Q

What is the MORA?

A

Minimum off route altitude

Provides obstruction clearance within 10nm to either side of airway center lines and within a 10nm radius at the ends of airways

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4
Q

What is the OROCA?

A

Off route obstruction clearance altitude

Provides obstruction clearance with a 1,000ft buffer in non mountainous terrain areas and 2,000ft in mountainous terrain .

May not provide navigation or communication signal coverage

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5
Q

Attitude indicator - how does it operate?

A

Vacuum air driven gyro

Rigidity in space - shows bank and pitch information

Should show correct attitude within 5 minutes of starting engine

May have small acceleration/deceleration errors: accelerate shows slight pitch up and decelerate shows slight pitch down

Rolling out of 180 turn might show a slight turn in opposite direction

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6
Q

Talk about the heading indicator

A

Operates in rigidity in space. Vacuum air driven gyro

Only reflects heading, need to calibrate it with magnetic compass before departure

Normally powered by vacuum system in GA aircraft

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7
Q

Tell me about the turn indicators

A

Operates on the principle of precession

Turn coordinator shows rate of turn and rate of roll

Turn and slip indicators show rate of turn only

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8
Q

Altimeter

A

Pitot static instrument

Aneroid barometer shows the height above a given pressure level

Aneroid wafers expand and contract with changes in atmospheric pressure received from static port

Pressure setting displayed in Kollsman window

Above 18,000’ altimeter is always set for 29.92

High to low watch out below! Use caution when flying from high pressure to low pressure areas. If altimeter setting is not updated, altitude will indicate higher, causing the pilot to fly lower than desired. Flying from hot to cold areas results in the same error.

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9
Q

Talk about the VSI

A

Pitot static instrument

Normally a 6 second lag

Diaphragm inside instrument is connected directly to the static source. So the diaphragm pressure is the same as the pressure from the static port

Case of the instrument is also filled with static pressure, but connection between the case and static port is constricted by a calibrated leak

The calibrated leak limits the rate at which the pressure of the case can change

When the plane climbs or descends, the diaphragm pressure changes instantly, but case pressure changed slowly.

The difference in pressure shows the vertical speed

Plane climbs and diaphragm pressure decreases but case pressure decreases slowly. This results in case pressure having higher pressure than the diaphragm. Higher pressure squeezes diaphragm which makes VSI read a climb until pressures are equal

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10
Q

Tell me about the airspeed indicator

A

The airspeed indicator measures the difference between ram air pressure from the pitot tube and ambient pressure from the static port. The result pressure is called dynamic pressure

The static port connects and fills the case surrounding the diaphragm with static air. This will subtract out the static air that the pitot tube captured and allows dynamic pressure to be read on the instrument. This keeps the airspeed indicator reading the correct values no matter what altitude the plane is at.

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11
Q

Types of speeds

A

Indicated - indicated on the airspeed indicator

Calibrated - IAS corrected for instrument and position errors

Equivalent airspeed - CAS corrected for compressibility error

True airspeed - actual speed through the air. EAS corrected for nonstandard temperature and pressure

Ground speed - true airspeed corrected for winds

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12
Q

Static port blockage - effects on airspeed indicator

A

Indicates correctly only on the blockage altitude

Higher altitudes - airspeed shows lower than it should

Lower altitudes - airspeed shows higher than it should

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13
Q

Static port blockage - effect on altimeter

A

Will freeze in altitude where it was blocked

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14
Q

Static port blockage - effects on VSI

A

Freezes on zero

After verifying blockage in static port you should use an alternate static source or break the VSI window ( in which case; expect reverse VSI info )

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15
Q

When using alternate static source:

A

A lower static pressure is measured

Airspeed indicator will indicate faster than it should

Altimeter will indicate higher than it should

VSI will momentarily show a climb

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16
Q

Pitot tube blockage

A

Only instrument effected is airspeed

Ram air inlet clogged and drain hole open: airspeed drops to zero

Both air inlet and drain hole clogged - airspeed indicator will act as altimeter and no longer be reliable

17
Q

Magnetic compass errors and limitations

A

DVMONA

Deviation - magnetic fields in aircraft cause by electronics cause deviation (use compass deviation card)

Variation - the difference between true and magnetic directions is called variation

Magnetic dip - compass tends toward the magnetic pole the closer you get to it

Oscillation - magnetic compass bounces around because of turbulence

North/south turning errors - UNOS - undershoot north overshoot south

Acceleration/deceleration errors - ANDS - accelerate north, decelerate south

18
Q

What is the AHRS?

A

Attitude heading and reference system

Attitude indicator

HSI

19
Q

What is ADC?

A

Air data computers

Replaces the mechanical pitot-static instruments.

The ADC receives input from the pitot, static and outside temperature ports

Computes airspeed, true airspeed, vertical speed, and altitude

20
Q

What is the PFD?

A

Primary flight display

Displays flight data such as altitude, attitude, airspeed, VSI, and rate tapes

21
Q

What is the MFD?

A

Multi function display

Displays a variety of information such as moving maps, aircraft system status, weather and traffic.

Can also be used as a backup for other displays

22
Q

What is the FMS?

A

Flight management system

Receives inputs from various sensors and provided guidance to the autopilot and flight director throughout the flight

The FMS also automatically monitors and selects the most appropriate navigation source for accurate positioning (GPS, VOR/DME etc.)

23
Q

What equipment is required if you are operating for hire over water and beyond power off gliding distance from shore?

A

An approved floatation device for each occupant

At least one pyrotechnic signaling device

24
Q

What is DME?

A

Normally tuned automatically with a paired VHF station (VOR/LOC)

The airborne DME unit transmits an interrogation signal, then the ground DME facility receives and replies to the interrogation

Airborne unit calculates the slant range distance to the station based on reply time

Slant range error is negligible at 1NM from the DME station per 1,000ft

So if you’re flying at 5,000’ above the DME station (AGL), and you’re at least 5NM away from the station, your DME readout will be accurate.

25
Q

What is a VOR?

A

VHF OMNI DIRECTIONAL RANGE

Ground station that provides 360 degree information in the form of radials expressed as magnetic headings

Full scale deflection is 10degrees

Pilot must verify correct and useable VOR station with Morse ID before using it

R means you transmit on that frequency and listen on the VOR frequency to contact FSS

26
Q

VOR limitations

A

Cone of confusion (flying over top of it)

Reverse sensing (if used incorrectly)

Requires line of sight between aircraft and station

27
Q

VOR receiver checks

A

Every 30 days if flying IFR

VOT +- 4 (180 TO or 360 FROM)

Repair station +-4

VOR ground checkpoint +-4 (180 TO or 360 FROM)

VOR airborne within +-6

Dual VOR cross check +-4

Above a prominent ground landmark on a selected radial at least 20nm from VOR, flying at a reasonable low altitude +-6

28
Q

VOR check sign off

A

DEPS

Date
Error
Place
Signature

29
Q

What is the max airspeed on holds?

A

6,000’ or below : 200kts

6,001-14,000’ : 230kts

14,001 and above : 265kts

30
Q

Mandatory reports under IFR

A

MARVELOUSVFRC500

Missed approach 
Airspeed +- 10kts or 5% change of filed TAS (whichever is higher)
Reaching a holding fix (report time and altitude) 
VFR on top
ETA changed +-2 min **
Leaving a holding fix/point 
Outer marker **
Unforecasted weather 
Safety of flight 
Vacating an altitude 
FAF **
Radio/nav approach equipment failure 
Compulsory reporting points **
500 - unable to climb/descend at 500fpm

** only in non radar environment

31
Q

Position report items in a non radar environment

A

IPTANES

ID
Position
Type of flight plan 
Altitude
ETA and name of next reporting fix 
Name only of the next point along route
Remarks
32
Q

Rule of thumb when to start your descent

A

3 miles per 1,000ft

Flying at 7,000. Need to get down to 1,000.

6,000 feet to lose. 6x3=18 miles

You can add 3 extra miles in for a buffet

33
Q

What is GPS?

What’s is GNSS?

A

Global Positioning System

Global Navigational Satellite System

34
Q

Tell me about GPS

A

The constellation of satellites consists of a minimum of 24 satellites so that at least 5 satellites are in view at any location on earth

The aircrafts GPS receiver calculates the distance to a GPS satellite based on the time lapse since the broadcast time stamp, and the time it was received.

35
Q

How many satellites required for 2D position? 3D position?

A

3 satellites for 2D (lat and long)

4 satellites for 3D (lat, long, altitude)

36
Q

What is RAIM?

A

Receiver Autonomous Integrity Monitoring

Is a function of GPS receivers that monitors the the integrity of the satellite signals

RAIM (fault detection) requires 5 satellites, or 4 satellites and an altimeter input

RAIM (fault exclusion) eliminates a corrupt satellite and needs a total of 6 satellites for this to work

37
Q

How is GPS CDI deflection different from a VOR CDI deflection?

A

GPS CDI deflection shows distance, unlike a VORs CDI which presents angular distance off course in degrees

38
Q

What is WAAS?

A

Wide Area Augmentation System

Ground stations measure GPS errors and produce correction signals. These corrections are broadcasted back to the satellite segment from which they are bounced back to aircraft GPS WAAS receivers to improve accuracy, integrity, and availability monitoring for GPS navigation.

CFI (18 decks)

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