Oral Flashcards
How do I qualify to take the CFII checkride?
the appropriate endorsements, the ground session
what is the aeronautical experience required for the CFII checkride?
there is no min experience. You just have to be proficient
Once I’m a CFII what do I need to teach my student?
61.65 Aeronautical Knowledge Flight Proficiency Aeronautical Experience
What’s the aeronautical experience required for an instrument rating?
50 XC PIC (10 in airplanes 40 Instrument simulated or actual in the areas of operation listed in paragraph C 15 with a CFII 250 nm xc with an instructor under IFR with a flight plan, along airways or directed by routing from ATC. One IAP at each airport 3 different approaches
What can I do as a CFII?
4 things Train students for IR Train CPL 10 hrs Instrument time IPC Train a CFII
When are we required to have an instrument rating?
5 Things: 1) 61.3E when flying in weather less than VFR 2) When submitting an application for an ATP 3) When submitting an application for a CFI 4) In Class A airpsace 5) SFVR at night
Can you fly IFR without an instrument rating?
No person may act as pilot in command of a civil aircraft under IFR or in weather conditions less than the minimums prescribed for VFR flight unless that person holds: (1) The appropriate aircraft category, class, type (if required), and instrument rating on that person’s pilot certificate for any airplane, helicopter, or powered-lift being flown;
When can you log an instrument approach
You have to be under the hood or actual from the FAF to the MAP otherwise it doesn’t count
When can I as a CFII log an approach?
61.51(g)(2); Yes, a CFII may log approaches that a student flies when those approaches are conducted in actual instrument flight conditions
How can I log my students instrument time?
61.51G (1) A person may log instrument time only for that flight time when the person operates the aircraft solely by reference to instruments under actual or simulated instrument flight conditions. (2) An authorized instructor may log instrument time when conducting instrument flight instruction in actual instrument flight conditions. (3) For the purposes of logging instrument time to meet the recent instrument experience requirements of § 61.57(c) of this part, the following information must be recorded in the person’s logbook - (i) The location and type of each instrument approach accomplished; and (ii) The name of the safety pilot, if required.
When can you descend below the 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, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; (2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and (3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) The approach light system
When can you descend below 100’ above the touchdown zone elevation?
unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. (ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The runway end identifier lights. (vi) The visual glideslope indicator. (vii) The touchdown zone or touchdown zone markings. (viii) The touchdown zone lights. (ix) The runway or runway markings. (x) The runway lights.
What can an applicant for a combined private and instrument rating do?
may satisfy XC flight time requirements up to 45 hours of XC time performing duties of PIC with an authorized instructor
If I pass today, will that give me a new expiration date on my CFI certificate?
61.197 permits a person to renew a current flight instructor certificate by passing a practical test.
what endorsements are required for sending my student to an instrument checkride?
A.2, A.2, A.82, A.38, A.39, A.40
Localizer and glide slope antenna range
Frequency: 108.1-111.9 MHz odd tenths only Localizer: Width: 3-6 degrees. 700 ft threshold. 5 degrees total. Full deflection 2.5 degrees. 4x more sensitive than VOR Coverage: 35 to each side for 10nm then 10 for up to 18nm up to 4,500 Glide slope: Vertical guidance, used in precision approaches Frequency: 329.3-335 Width: 1.4 degrees .7 up or down Range: 10nm Slope: 2.5-3.5 Errors: false glide slope above actual glide slope
What does all this mean?
What is MON?
the FAA is retaining a limited network of VORs, called the VOR MON, to provide a basic conventional navigation service for operators to use if GNSS becomes unavailable. During a GNSS disruption, the MON will enable aircraft to navigate through the affected area or to a safe landing at a MON airport without reliance on GNSS.
What are the VOR service volumes?
T(Terminal)
25 NM 1,000-12,000
L (Low Altitude)
40 NM 1,000-18,000
H (High)
40 NM 1,000-14,500
100 NM 14,500-18,000
130 NM 18,000-45,000
100 NM 45,000-60,000
VL (VOR LOW) NEW
40 NM 1,000-5,000
70 NM 5,000-18,000
VH ( VOR High) NEW
40 NM 1,000-5,000
70 NM 5,000-14,500
100 NM 14,500- 18,000
130 NM 18,000 - 45,000
100 NM 45,000-60,000
What is obstacle clearance on departure based on?
ODP vs SID
Obstacle Departure Procedure (ODP)
□ Provides only obstacle clearance.
□ Graphic ODPs will have “(OBSTACLE)” printed in the chart title.
□ Printed either textually or graphically.
Standard Instrument Departure (SID)
□ In addition to obstacle clearance it reduces pilot and controller workload by simplifying ATC clearances and minimizing radio communications.
□ Some SIDs may depict special radio failure procedures.
□ Always printed graphically.
What are std takeoff minimums?
Part 121/135 operators and sometimes Part 91 operators, standard takeoff minimums under IFR are the following: 1 And 2 Engines: 1 Statute Mile Visibility. 3 Or More Engines: 1/2 Statute Mile Visibility
Meaning of “A” and “T” On approach chart
If the airport has other than standard alternate minimums, they are listed in the front of the approach chart booklet. The presence of a triangle with an A on the approach chart indicates the listing of alternate minimums should be consulted. Airports that do not qualify for use as an alternate airport are designated with an A N/A. [Figure 1-13]
If an airport has non-standard takeoff minimums, a T (referred to by some as either the “triangle T” or “trouble T”) is placed in the notes sections of the instrument procedure chart. In the front of the TPP booklet, takeoff minimums are listed before the obstacle departure procedure. Some departure procedures allow a departure with standard minimums provided specific aircraft performance requirements are met. [Figure 1-8]
Part 91 TO mins and part 121 TO mins
Part 91 does not have takeoff mins
How do you convert ft per nom to ft per min?
Feet per minute = ft per nm x (gs/60)
What is Decision Altitude? What is Minimum Descent Altitude
Prescision vs non precision
Components of an ILS
GPS 2 D Raiim and WAAS
What is a T route and its distance, width, obstruction clearance and lateral distance
T-routes are available for use by GPS or GPS/WAAS equipped aircraft from 1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. T-routes are depicted on En Route Low Altitude Charts. RNAV routes have dimensions of 4 NM of primary obstacle protection area, plus 2 NM of secondary obstacle protection area on each side of the centreline.
Victor Victor airways are found on VFR sectional charts and low altitude IFR enroute charts. The airways extend from 1,200’ AGL up to, but not including, FL180. The width is 4NM either side of course (8NM total width) along a victor airway.
Only need 3 satelites for a T route just Lat/Long
What is the obstacle clearance criteria on published routes
Primary obstacle protection
This route protection is based on a +/- 4.5 degree angle from each NAVAID on an airway. Where these lines intersect is approximately 51NM between the two courses and is usually intended to be the location of the changeover point. This obstacle protection areas give you 1,000’ clearance in non-mountainous and 2,000’ clearance in mountainous terrain.
VOR stands for VHF Omnidirectional Range. It is a navigation beacon intended for civil use and provides a user with a radial to/from the station. It works on frequencies between 108.00 and 117.95 MHz.
TACAN stands for TACtical Air Navigation, a military system that is similar to VOR but with higher accuracy. It works on frequencies between 960 and 1215 MHz.
Part of the TACAN is DME (Distance Measurement Equipment), which works in the same frequency band. The DME used in TACAN is the same that can be used by civil aircraft. Due to the higher frequency the system is more accurate and the antenna is much smaller and therefor easier to deploy (e.g. on a ship, on a battlefield).
MALSR lights color placement
he MALSR (Medium Intensity Approach Lighting System With Runway Alignment Indicator Lights) is a medium approach intensity lighting system (ALS) installed in airport runway approach zones along the extended centerline of the runway. The MALSR, consisting of a combination of threshold lamps, steady burning light bars and flashers, provides visual information to pilots on runway alignment, height perception, roll guidance, and horizontal references for Category I Precision Approaches.
ALSF lights color placement
typical ALSF-2 system (High Intensity Approach Lighting System With Sequenced Flashing Lights) consists of 247 steady burning lights: including green threshold lights (49 lights), red side row-bar lamps (9 rows, 54 lamps), and high intensity steady burning white lights (144), plus an additional 15 flashing lights commonly referred to as strobes.
The strobes flash in sequence starting with the strobe farthest from the runway and ending with the strobe closest to the runway threshold. The lights are spaced at 100’ intervals from the runway threshold outward to 2400’.
The following is your clearance: N65710, 3 miles from Daggett, you are cleared for the LYNXX 8 arrival, maintain 10,000 until Daggett, expect ILS Y RWY 16R into Van Nuys 15 minutes after the hour, time now is XXXXX zulu. Right before Daggett you lose comms what do you do.
Fly to nearest airport if VFR
1st troubleshoot (provide examples). 2nd squawk 7,600. 3rd continue flying your assigned route (at this point the LYNXX 8 arrival) and fly the highest of your Minimum IFR Alt (you’re not off-route, so in this case it’s the 8,000 listed on the Arrival), your expected alt (none given), and your assigned alt (10,000). So maintain 10,000 for the remainder of the route, as this is the highest of the Min IFR/Expected/Assigned for every segment.
Different note: if you’d lost coms after having been vectored off of the DP, then you are off route, so your Min IFR Alt becomes the OROCA during departure and enroute phases of flight, or, the MSA once inbound on an approach and within the MSA’s range. Then adjust the altitude upward so that it conforms with the IFR hemispherical rule. Route-wise, if you lose coms after having been vectored off-route, proceed direct to the fix or airway that you are being vectored to join.
How do you fly this Lynxx 8 arrival? leg by leg
From Daggett to Wooli via the DAG radial 239 at 10,000 (239 “from”)
From Wooli to PMD via the PMD radial 065 at 10,000 (245 “to”)
From PMD to Janny via the PMD radial 240 at 10,000 (240 “From”)
From Janny to Eifel via the PMD radial 240 at 10,000 (240”from”)
From Eifel to Lynxx to VNY via the VNY radial 329 at 10,000 (149 “TO”)
Expect radar vectors to final approach course after VNY VOR
then look at ILS Y into VNY
What do you do after you get to VNY VOR?
Route - in this order
Assigned: None (already flew the Lynxx 8 arrival)
Vectored: No vectors
Expect: This is us we were told to expect ILS Y RWY 16R VNY
Filed: No clues here
Altitude - highest of:
Minimum IFR altitude: for ILS Y is 9300 on MSA
Expected - none
assigned: this is us - still 10,000
you’ve reached your clearance limit, what do you do?
Leave clearance limit.
(i) When the clearance limit is a fix from which an approach begins (VNY VOR ISNT AN IAF) , commence descent or descent and approach as close as possible to the expect-further-clearance time if one has been received, or if one has not been received, as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
(ii) If the clearance limit is not a fix from which an approach begins (LIKE THE VNY VOR), leave the clearance limit at the expect-further-clearance time if one has been received (MARK BOSS WILL GIVE YOU ONE), or if none has been received (NOT US), upon arrival over the clearance limit, and (THIS APPLIES TO US) proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
How do you shoot the ILS Y RWY 16R into VNY?
After arriving at the VNY VOR we will hold till the EFC time. Then we are going to proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
We will then use a feeder route where we can get to an IAF from a NAVAID or a fix. The feeder route has an altitude a heading or radial, and a distance.
The feeder route we can use is right at the VNY vor its a heading of 325 at 6000. We will remain at 10,000 to ZIDOM because we cannot descend until we are at a place where the approach begins (IAF ZIDOM)
After ZIDOM we can descend to 6000 following the 053 radial from FIM until UMBER we will likely still be high but we have 15.4 nm to descent to reach JINAT 4900’ then JNAT to FURRY its 3800 which is the Glideslope intercept that we follow till we land.
FAF - Non Precision
The FAF for most non-precision approaches is marked by a Maltese cross. Some non-precision approaches, such as the VOR 16R into Paine Field, don’t have an FAF at all. Here, the primary navaid, the VOR, is both the IAF and the missed approach point (MAP) and is located close to the field. The initial segment is a course outbound from the VOR with a procedure turn. Once established inbound the aircraft is on the final segment, which can be intercepted at various points. Therefore the location where the aircraft intercepts the final segment is called the Final Approach Point (FAP).
