Review Flashcards
WHEN IS AN INSTRUMENT RATING
REQUIRED?
■ When acting as PIC under IFR or in weather
conditions less than prescribed for VFR.
(§61.3)
■ When carrying passengers for compensation or hire on cross-country flights in excess of 50 NM or at night. (§61.133)
■ For flight in Class A airspace (§91.135)
■ For Special VFR between sunset and sunrise
AIRPLANE-INSTRUMENT RATING MINIMUM
AERONAUTICAL EXPERIENCE
■ 50 hours X-Country PIC time
▷ Of which ,10 hours in airplanes.
■ 40 hours actual or simulated instrument time
▷ Of which, 15 hours with CFII.
□ Including one X-Country flight of:
□ 250 NM along airways or by directed ATC
routing.
□ An instrument approach at each airport.
□ 3 different kinds of approaches using
navigation systems.
□ With a filed IFR flight plan.
□ 3 Hours instrument flight training in last 2
Calendar months prior to practical test
■ Use of approved full flight simulator or FTD, if trained by authorized instructor:
▷ Max. 30 hours if instrument time
completed under part 142
▷ Max 20 hours if not completed under 142
■ Use of FAA approved Aviation Training Device, if trained by an authorized instructor:
▷ Max.10 hours of instrument time if Basic
ATD
▷ Max. 20 hours of instrument time if
Advanced ATD
■ No more than 20 hours of total instrument time can be credited in a full flight simulator, FTD or ATD, except the 30 hours exception under part 142 mentioned above.
(§61.65)
RECENCY OF EXPERIENCE
To act as PIC (§61.56)
A Flight review is required since the beginning of the 24 calendar months before the month of the flight in an aircraft for which the pilot is rated. Consists of minimum 1 hour of flight training and 1 hour ground training.
Conducted by an authorized instructor.
The flight review can be substituted by:
■ A proficiency check or practical pilot test for a pilot certificate, rating or operating privilege. (conducted by an approved examiner, pilot check airman, or US Armed
Force).
■ A practical test, conducted by an examiner, for flight instructor certificate, additional rating, renewal or reinstatement.
■ Completion of one or more phases of the FAA sponsored pilot proficiency award program (WINGS).
■ Flight instructor renewal under part 61.197 exempts the pilot from the ground portion of the flight review.
LOGGING INSTRUMENT TIME (§61.51)
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.
An authorized instructor
may log instrument time
when conducting
instrument flight instruction
in actual instrument flight
conditions.
To carry passengers as PIC (§61.57)
■ 3 takeoffs & landings in category, class and type (if type rating req.) In the last 90 days.
■ At periods between 1 hour after sunset to 1 hour before sunrise: 3 takeoffs & landings to full stop within 1 hour after sunset to 1 hour before sunrise.
■ The takeoffs and landings may be accomplished in a FFS or FTD if it is approved for landings and used in a part 142 training center.
To act as PIC under IFR or in weather conditions less than VFR minimums- “6 HITS” – (§61.57(c))
Within 6 calendar months preceding the month of flight:
■ 6 instrument approaches.
■ Holding procedures & tasks.
■ Intercepting & Tracking courses through the use of navigational electronic systems.
■ The above can be completed in a FFS, ATD, or FTD provided the device represents the category of aircraft for the instrument rating privileges to be maintained and the pilot performs the tasks and iterations in simulated instrument conditions. A
flight instructor is not needed.
No “6 HITS” logged looking back six months?
You have an additional 6 months to regain currency by performing the “6 HITS” with a safety pilot.
■ Safety pilot requirements
▷ Holds at least a private pilot certificate with the appropriate category and class.
▷ Have adequate vision forward and to each side of the aircraft.
▷ Aircraft must have a dual control system.
More than 6 months since IFR current?
■ An Instrument Proficiency Check (IPC) is required. Administered by a CFII, examiner, or other approved person. Guidelines are in the ACS.
■ Some IPC tasks, but not all, can be conducted in a FTD or ATD. (See ACS)
To meet recent instrument experience requirements, the following information must be recorded in the person’s logbook:
■ Location & type of each instrument approach accomplished, and
■ The name of the safety pilot, if required.
The IPC must cover these areas of operation:
■ Air traffic control clearances and procedures.
■ Flight by reference to instruments.
■ Instrument approach procedures.
■ Navigation systems.
■ Emergency operations, and
■ Post-flight procedures.
IFR recency of experience exemptions
A PIC who is actively employed by a part 121 or 135 operator is exempt from the IFR recency of experience requirements of part 61.57 when operating under part 91, 121 or 135 (as applicable) for that operator as long as he complies with recency of experience requirements applicable for that operation.
For example, a part 121 airline pilot does not need to log “6 HITS” to operate under part 91 or 121 for that airline as long as he is an active pilot with the company and current with that airline’s FAA approved training schedule.
However, he is not IFR current for flying outside the airline unless he also complies with the 6 HITS within
6 months rule.
USE OF FULL FLIGHT SIM, FTD, OR ATD FOR ACQUIRING INSTRUMENT AERONAUTICAL EXPERIENCE (§61.51)
■ For training towards a certificate or rating, an authorized instructor is present to observe and signs the person’s logbook to verify the time and content of the session.
■ For IFR recency requirements, log:
▷ Training device, time and content.
PREFLIGHT SELF-ASSESSMENT – “IM SAFE”
■ I - Illness - Do I have any symptoms?
■ M - Medication - Have I taken prescription or over-the-counter drugs?
■ S - Stress - Am I under psychological pressure, worried about finances, health or family discord?
■ A - Alcohol - No drinking within 8 hours. (“8 hours bottle to throttle”). No more than .04% of alcohol in blood.
■ F - Fatigue - Am I tired / adequately rested?
■ E - Emotion - Am I emotionally upset?
RISK MANAGEMENT & PERSONAL MINIMUMS – “PAVE”
■ P - Pilot (general health, physical / mental / emotional state, proficiency, currency)
■ A - Aircraft (airworthiness, equipment, performance)
■ V - EnVironment (weather hazards, terrain, airports / runways to be used & other conditions)
■ E - External pressure (meetings, people waiting at destination, etc.)
DECISION MAKING – “DECIDE”
■ D - Detect that a change has occurred.
■ E - Estimate the need to counter the change.
■ C - Choose a desirable outcome.
■ I - Identify solutions.
■ D - Do the necessary actions.
■ E - Evaluate the effects of the actions
PERSONAL DOCUMENTS REQUIRED FOR FLIGHT
■ Pilot Certificate
■ Medical certificate (or US Driver’s license as permitted by §61.113 & §61.23)
■ Authorized photo ID (passport, driver’s license, etc)
■ Restricted Radiotelephone Operator Permit (For flights outside the US)
AIRCRAFT DOCUMENTS REQUIRED FOR FLIGHT – “ARROW PEC”
A - Airworthiness certificate
R - Registration certificate
R - Radio station license (for flights outside the US)
O - Operating limitations & information (in AFM)
W - Weight & Balance data (aircraft specific)
P - Placards
E - External Data Plate
C - Compass Deviation Card
S - Supplements
AIRCRAFT MAINTENANCE INSPECTIONS REQUIRED FOR IFR – “AAV1ATE”
A - AD’s
A - Annual Check (12 Calender Months)
V - VORs (30 Calendar Days)
1 - 100 Hour Check (100 Hours)
A - Altimeter / Pitot Static (24 Calender Months)
T - Transponder (24 Calender Months)
E - Emergency Location Transmitter (12 Calendar Months or 1/2 Battery or 1 Hour of Cumulative Use)
S - STC/337s
PASSENGER BRIEFING – “SAFETY”
S - Seat Belts
A - Air Ventilation
F - Fire Extinguisher
E - Emergency Procedure
T - Traffic
Y - “Your Questions”
PREFLIGHT INFO REQUIRED – FOR IFR: “NW KRAFT” (§91.103)
N - NOTAMSs
W - Weather
K - Known ATC Delays
R - Runway Lengths
A - Alternate
F - Fuel
T - Takeoff and Landing Distances
IFR FLIGHT PLAN §91.173
■ Requirement: no person may operate an aircraft in controlled airspace under IFR unless that person has:
‘
▷ Filed an IFR flight plan; and
▷ Received an appropriate ATC clearance.
How to file an IFR flight plan?
▷ FSS
□ by phone (1-800-WX-BRIEF)
□ over the radio (GCO/RCO)
□ In person.
▷ Online
□ www.1800wxbrief.com (Leidos)
□ www.fltplan.com (Garmin)
□ EFB (Foreflight)
▷ With ATC (over radio, or phone if no other means available)
□ Pop-up IFR clearances
Filing Times
File at least 30 minutes prior to estimated departure.
Nonscheduled flights above FL230 should be filed at least 4 hours before est. departure time.
Flight plan cancellation
▷ Towered airports - automatically canceled by ATC upon landing.
▷ Non-towered airports - Pilot must contact ATC / FSS to cancel (by radio or phone)
▷ Can cancel anytime in flight if out of IMC and out of class A airspace.
IFR MINIMUM FUEL REQUIREMENTS §91.167
Fuel from departure to destination airport
+
Fuel from destination to most distant alternate (if alternate required)
+
45 Minutes calculated at normal cruise
NEED A DESTINATION ALTERNATE?
“1-2-3” RULE - §91.169
A destination alternate is always required, unless:
■ An instrument approach is published and
available for the destination, AND,
■ For at least 1 hour before to 1 hour after ETA:
▷ Ceiling will be at least 2000’ above airport
elevation; and
▷ Visibility will be at least 3 SM.
MIN WX CONDITIONS REQUIRED AT AN AIRPORT TO LIST IT AS AN ALTERNATE
Use the alternate airport minima published in the procedure charts, or, if none:
■ For a Precision approach:
600 ft ceiling and 2 SM visibility.
■ For a Non-precision approach:
800 ft ceiling and 2 SM visibility.
■ If no instrument approach available at the
alternate:
Ceiling & visibility must allow descent from MEA, approach and landing under VFR.
FILING AN ALTERNATE - GPS CONSIDERATIONS
■ Equipped with a non-WAAS GPS? Flight plan can be based on GPS approach availability at either the destination or the alternate, but not at both.
■ WAAS Without baro-VNAV? Flight plan may be filed based on LNAV or circling minimas at the alternate (regardless of the available approaches at the destination).
■ WAAS with baro-VNAV? LNAV/VNAV or RNP 0.3 are allowed as basis for the flight plan’s alternate (Requires Special Authorization & RNP availability).
IFR CRUISING ALTITUDES §91.179
Controlled airspace
■ IFR Cruising altitudes are as assigned by ATC.
Uncontrolled airspace
Same as VFR but thousands instead of 500
IFR TAKEOFF MINIMUMS (§91.175)
No T/O minimums mandated for part 91 operations. Part 121, 125, 129, 135:
■ Prescribed T/O minimums for the runway, or, if none:
■ 1-2 engines airplanes: 1 SM visibility
■ More than 2 engines: ½ SM visibility
DEPARTURE PROCEDURES (DP)
■ Ensures obstacle clearance, provided:
▷ the airplane crossed the departure end of the runway at least 35 ft AGL,
▷ reaches 400 ft AGL before turning, AND
▷ climbs at least 200 Feet per NM (FPNM), or as published otherwise on the chart.
□ FPNM to Feet-Per-Minute conversion:
FPM = FPNM X Groundspeed / 60
■ Pilots are encouraged to file a DP at night, during marginal VMC or IMC.
Obstacle Departure Procedure (ODP)
□ Provides only obstacle clearance.
□ Printed either textually or graphically.
□ Graphic ODPs are titled “(OBSTACLE).”
Standard Instrument Departure (SID)
□ In addition to obstacle clearance it reduces
pilot and controller workload by simplifying
ATC clearances and minimizing radio
communications.
□ May depict special radio failure procedures.
□ SIDs are always printed graphically.
DP are also categorized by equipment required:
▷ Non-RNAV DP - for use by aircraft equipped with ground-based navigation (i.e., VOR, DME, NDB).
▷ RNAV DP - for aircraft equipped with RNAV
equipment (e.g., GPS, VOR/DME, DME/DME).
Require at least RNAV 1 performance. Identified with the word “RNAV” in the title.
▷ RADAR DP - ATC radar vectors to an ATS route, NAVAID, or fix are used after departure. RADAR DPs are annotated “RADAR REQUIRED.”
Are you required to accept SIDs
You are not required to accept a DP. To avoid it, state “NO SIDs” in the flight plan’s remarks section.
Transition routes
connect the end of the basic SID
procedure to the enroute structure.
DIVERSE DEPARTURE PROCEDURE
■ All US airports with a published IAP but with no published DP meet the Diverse Airport criteria
■ This criteria requires that an airport has been evaluated for no obstacles within 200 ft altitude/NM up to a minimum IFR altitude.
■ Diverse Airport Departures provide obstacle clearance when a DP is not published.
■ Turns are allowed only after reaching 400 ft AGL.
A Diverse Vector Area (DVA)
allows ATC to provide radar vectors instead of an ODP, while meeting the diverse departure criteria. DVA information is found in the US terminal procedures publication. It includes a statement that initial headings are provided by ATC and any applicable climb gradients.
VISUAL CLIMB OVER AIRPORT (VCOA)
■ A departure option for IFR aircraft in VMC.
■ The pilot visually conducts climbing turns over the airport up to the published “climb to” altitude, from which he proceeds to the instrument portion of the departure.
■ Designed to avoid obstacles beyond 3 SM from the departure end of the runway (DER), as an alternative to complying with climb gradients greater than the standard 200 ft/NM.
■ Advise ATC as early as possible prior to departure of the intent to fly a VCOA.
■ Published in the “Take-Of Minimums and (Obstacle) Departure Procedures” section of the TP.
■ May appear as an option on graphic ODPs
IFR DEPARTURE CLEARANCE –“CRAFT”
■ C - Clearance limit.
■ R - Route.
■ A - Altitude.
■ F - Frequency (for departure).
■ T - Transponder code.
Clearance void time
The time at which your clearance is void and after which you may not takeoff. You must notify ATC within 30 min after the void time if you did not depart.
“Hold for release”
You may not takeoff until being
released for IFR departure.
Release time
The earliest time the aircraft may depart
under IFR.
Expect Departure Clearance Time (EDCT)
A runway release time given under traffic management programs in busy airports. Aircraft are expected to depart no earlier
and no later than 5 minutes from the EDCT.
STANDARD TERMINAL ARRIVAL (STAR)
■ Serves as a transition between the enroute structure and a point from which an approach to landing can be made.
■ Transition routes connect enroute fixes to the basic STAR procedure.
■ Usually named according to the fix at which the basic procedure begins.
■ As with a SID, you can state “NO STARs” in the remarks section of the flight plan, to avoid getting a clearance containing a STAR.
■ RNAV STARs require RNAV 1 performance.
MIN IFR ALTITUDES (§91.177)
Except for takeoff or landing, or otherwise authorized by the FAA, no person may operate an aircraft under IFR below:
▷ Minimum altitudes prescribed for the flown segment, or if none:
▷ Mountainous areas: 2,000 ft above the highest obstacle within a horizontal distance of 4 NM from the course.
▷ Non-mountainous areas: 1,000 ft above the highest obstacle within 4 NM from the course.
DA / H - Decision Altitude / Height:
the Altitude (MSL) / Height (above runway threshold), on a vertically guided
instrument approach procedure (ILS, LNAV/VNAV, LPV, etc) at which the pilot must decide whether to continue the approach or to go around.
MAA
Maximum Authorized Altitude
MCA
Minimum Crossing Altitude.
The lowest altitude at certain fixes that an airplane must cross when flying in the direction of a higher MEA.
MDA / H
Minimum Descent Altitude / Height:
The lowest Altitude (MSL) / Height (above runway threshold) to which descent is authorized on a non-precision approach until the pilot sees the visual references required for landing.
MEA
Minimum Enroute Altitude:
The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements. An MEA gap establishes an area of loss in navigational coverage and annotated “MEA GAP” on IFR charts.
MOCA
Minimum Obstruction Clearance Altitude:
Provides obstacle clearance and navigation coverage only up to 22 NM of the VOR
MORA
Minimum Off Route Altitude
▷ Route MORA provides obstruction clearance within 10NM to either side of airway centerlines and within a 10NM radius at the ends of airways.
▷ Grid MORA provide obstruction clearance within a latitude / longitude grid block.
MRA
Minimum Reception Altitude.
The lowest altitude on an airway segment where intersection can be determined using radio navigational aids.
MTA
Minimum Turning Altitude:
Provides vertical and lateral obstacle clearance in turns over certain fixes. Annotated with the MCA X icon and a note describing the restriction.
MVA
Minimum Vectoring Altitude:
The lowest altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures, and missed approaches. MVAs may be lower than the minimum altitudes depicted on aeronautical charts, such as MEAs or MOCAs.
OROCA
Off Route Obstruction Clearance Altitude:
Provides obstruction clearance with a 1,000 ft buffer in nonmountainous terrain areas and 2,000 ft in mountainous areas. OROCA may not provide navigation or communication signal coverage.
CRUISE CLEARANCE
A “cruise clearance,” can be issued by ATC to allocates a block of airspace to the flight.
This airspace begins at the minimum IFR altitude and extends to the altitude (including) specified in the clearance.
Within this block, you are free to climb and descend. However, once you start descending and verbally report leaving an altitude, you may not return to it without additional ATC clearance.
GYROSCOPIC INSTRUMENTS
■ Two principles of a gyroscope:
▷ Rigidity in space, and
▷ precession.
Attitude Indicator (AI)
Operates on the principle of rigidity in space. Shows bank and pitch information.
Heading indicator (HI)
Operates on the principle of rigidity in space.
It only reflects changes in heading, but cannot measure the heading directly. You have to calibrate it with a magnetic compass in order for it to indicate correctly.
Turn Indicators
Operates on the principle of precession.
▷ Turn coordinators show rate-of-turn and rate of roll.
▷ Turn-and-slip indicators show rate-of-turn only.
Types of altitude
■ Indicated altitude – Uncorrected altitude indicated on the dial when set to local pressure setting (QNH).
■ Pressure altitude – Altitude above the standard 29.92. Hg plane (QNE). Used when flying above the transition altitude (18,000’ in the US)
■ Density altitude – Pressure alt. corrected for nonstandard temperature. Used for performance calculations.
■ True altitude – Actual altitude above Mean Sea Level (MSL).
■ Absolute altitude – Height above airport elevation (QFE).
Types of speed
■ Indicated airspeed (IAS) – indicated on the airspeed indicator
■ Calibrated airspeed (CAS) – IAS corrected for instrument & position errors.
■ Equivalent airspeed (EAS) – CAS corrected for compressibility error.
■ True airspeed (TAS) – Actual speed through the air. EAS corrected for nonstandard temperature and pressure
■ Mach number – The ratio of TAS to the local speed of sound.
■ Ground speed – Actual speed over the ground. TAS corrected for wind conditions.
STATIC PORT BLOCKAGE
■ Airspeed indicator – Indicates correctly only at the blockage altitude.
▷ Higher altitudes → airspeed indicates lower than it should.
▷ Lower altitudes → Indicates higher than it should.
■ Altimeter – will freeze on the altitude where it was blocked.
■ VSI – freezes on zero.
▷ After verifying a blockage in the static port, you should use an alternate static source or break the VSI window (in which
case, expect reverse VSI information).
When using the alternate static source:
(a lower static pressure is measured)
▷ Airspeed indicator – indicate a faster speed than it should.
▷ Altimeter – indicate higher than it should.
▷ VSI – momentarily show a climb
PITOT TUBE BLOCKAGE
The only instrument affected is the airspeed indicator.
■ Ram air inlet clogged and drain hole open? Airspeed drops to zero.
■ Both air inlet and drain hole are clogged? The airspeed indicator will act as an altimeter, and will no longer be reliable.
■ When suspecting a pitot blockage, consider the use of pitot heat to melt ice that may have formed in or on the pitot tube
MAGNETIC COMPASS ERRORS & LIMITATIONS – “DV MONA”
■ D- Deviation
■ V- Variation
■ M- Magnetic dip
■ O- Oscillation
■ N- North/south turn errors -
Northern hemisphere: UNOS
Undershoot North/ Overshoot South
■ A- Acceleration errors -
Northern hemisphere: ANDS
Accelerate North/ Decelerate South
ELECTRONIC FLIGHT INSTRUMENTS
■ Attitude Heading Reference Systems (AHRS) – Provides more accurate and reliable attitude and heading data than
traditional separate gyro systems. The first AHRS units were very expensive and relied on laser gyros and flux valves. Today
they are based on solid state technologies (no moving parts) and are cheaper, smaller and easier to maintain.
■ Air Data Computers (ADC) – replaces the mechanical pitot-static instruments. The ADC receives inputs from the pitot, static
and outside temperature ports and computes airspeed, true airspeed, vertical speed and altitude.
■ Flight director – computes and displays command bars over the attitude indicator to assist the pilot in flying selected heading,
course or vertical speed.
■ Flight Management System (FMS) – Receives inputs from various sensors and provides 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, INS etc.)
■ Electronic Flight Instrument Systems (EFIS) – AKA “Glass cockpit”.
■ Primary Flight Displays (PFD) – Displays flight data such as attitude, altitude, airspeed, VSI and heading as well as rate
tapes.
■ Multi-Function Displays (MFD) – Displays a variety of information such as moving maps, aircraft system status, weather and
traffic. It may also be used as a backup for other displays, such as the PFD or EICAS.
MINIMUM EQUIPMENT REQUIRED FOR FLIGHT (§91.205)
For IFR day: all VFR day equipment + GRABCARD
For IFR night: all VFR day + VFR night + GRABCARD
“GRAB CARD” –
G - Generator / alternator.
R - Radios. Two-way radio communication & navigational equipment suitable for the route to be flown.
A - Altimeter (sensitive, adjustable for barometric pressure)
B - Ball (slip-skid indicator).
C - Clock. Shows hours, minutes and seconds with sweep-second pointer or digital representation. Installed as part of aircraft equipment.
A - Attitude indicator.
R - Rate-of-turn indicator.
D - Directional gyro (heading indicator).
Full scale deflection with VOR:
10º
What must you do when using a VOR, ILS, LOC, etc?
Tune and ID
What is VOR MON?
VOR Minimum Operational Network
Ensures that as old VORs are decommissioned, a MON airport (i.e., equipped with legacy ILS or VOR approach) is available within 100 NM regardless of aircraft position in the CONUS.
VOR Receiver Checks (§91.171)
■ Perform every 30 calendar days
▷ VOT ±4º
▷ Repair Station ±4º
▷ VOR ground checkpoint ±4º
▷ VOR airborne checkpoint ±6º
▷ Dual VOR cross-check ±4º
▷ Above a prominent ground landmark on a selected radial at least 20 NM from a VOR, flying at a “reasonable low altitude” ±6º
VOR check sign-off (§91.171) D.E.P.S –
D - Date
E - Error (bearing error)
P - Place
S - Signature
VOR limitations
■ Cone of confusion
■ Reverse sensing (if used incorrectly)
■ Requires line-of-sight between aircraft and station.
COMPASS LOCATOR
A low-powered NDB (at least 25 Watts and 15NM range) installed at the OM or the MM on some ILS approaches.
Localizer
Provides lateral course guidance
Glide Slope
Provides vertical guidance
Range: typically up to 10 NM
Slope: Typically 3 degrees
Errors: False glide slope above normal glide slope.
Marker Beacons
Provide range information over specific points along the approach.
Outer Marker
4 - 7 Miles out.
Indicate position at which the aircraft should intercept the glide slope at the appropriate altitude.
Blue “- . -“
Middle Marker
~ 3500ft from the runway.
Indicates the approximate point where the glide slope meets the Decision Height.
Amber “. - . -“
Inner Marker
between the MM and the runway threshold.
Indicates the point where the glide slope meets the DH on the CAT II ILS approach.
White “. . .”
Back Course Marker
Indicates the FAF on the selected back course of approaches.
Not part of the ILS approach.
White “. . . .”
Approach Lighting System
Provides basic visible means to transition between instrument guided flight into a visual approach.
Approach Lighting System extends from the landing threshold into the approach area up to: (precision and non-precision)
2400 - 3000 feet for precision
1400 - 1500 feet for non-precision
ILS CAT I (lowest visibility and lowest DH)
Lowest Vis: 2400 or 1800 ft
Lowest DH: 100ft
ILS CAT II (lowest visibility and lowest DH)
Lowest Vis: 1200ft
Lowest DH: 100ft
ILS CAT IIIa (lowest visibility and lowest DH)
Lowest Vis: less than 700ft
Lowest DH: Less than 100ft or no DH
ILS CAT IIIb (lowest visibility and lowest DH)
Lowest Vis: 150 -700ft
Lowest DH: Less than 50 or no DH
ILS CAT IIIc (lowest visibility and lowest DH)
Lowest vis: 0ft
Lowest DH: No DH
What is GNSS?
Global Navigation Satellite System
How many satellites in constellation?
Minimum 24 sats (with some spares)
How many satellites are in view at any location on Earth?
5 sats
How many satellites required for 2D Position?
3 sats
How many satellites for 3D Position?
4 sats
What is RAIM?
Receiver Autonomous Integrity Monitoring
How many satellites for RAIM fault detection?
5 sats
How many satellites for RAIM fault exclusion?
6 sats
What can GPS substitute?
ADF or DME except for ADF substitution on NDB approaches without a GPS overlay.
What is SBAS?
Satellite Based Augmentation System
What is WAAS?
Wide Area Augmentation System
How does WAAS work?
Ground stations measure GPS errors and produce correction signals.
What does WAAS provide us?
Improves accuracy, integrity, and availability monitoring for GPS navigation.
What approaches need WAAS?
APV approaches such as LPV, LNAV/VNAV and non-precision LP approaches.
What is GBAS?
Ground Based Augmentation System
How does GBAS work?
Provides error corrections via VHF to GBAS enabled GPS receivers.
Is WAAS or GBAS more accurate?
GBAS is more accurate but covers much a smaller geographical area.
What approaches need GBAS?
Allows for category I and above approaches to GLS DA minima.
What is RNP?
Required Navigation Performance
Its a statement of navigation equipment and service performance.
RNAV with navigation monitoring and alerting.
What does it mean when a approach shows, “RNAV (RNP) AR”
AR means authorization required and require special FAA approval for the crew, aircraft and operation.
What is RNAV?
Area Navigation
A system that enables navigation between any two points without the need to overfly ground based stations.
What is PBN?
Performance Based Navigation
Its a general basis for navigation equipment standards, in terms of accuracy, integrity, continuity, and availability.
How are PBN and RNP related?
RNP is a specific statement of PBN for a flight segment and aircraft capability.
Basic attitude instrument flying skills “CIA”
Cross check
Instrument interpretation
Aircraft control
Control Instruments
Power: Tachometer, manifold pressure
Attitude: Attitude indicator
Performance Instruments
Pitch: Altimeter, airspeed, VSI
Bank: Heading Indicator, Turn Coordinator, and magnetic compass.
Required Reports Under IFR “MARVELOUS C500”
■ Missed approach
■ Airspeed ±10 kts / 5% change of filed TAS (whichever is greater)
■ Reaching a holding fix (report time & altitude)
■ VFR on top when an altitude change will be made.
■ ETA changed ±2 min, or ±3 min in North Atlantic (NAT) *
■ Leaving a holding fix/point
■ Outer marker (or fix used in lieu of it) *
■ Unforecasted weather (§91.183)
■ Safety of flight (any other information related to safety of flight, §91.183)
■ Vacating an altitude / FL
■ Final Approach fix *
■ Radio/Nav/approach equipment failure (§91.187)
■ Compulsory reporting points ▲ * (§91.183)
■ 500 - unable climb/descent 500 fpm
- Required only in non-radar environments
POSITION REPORT ITEMS REQUIRED IN NONRADAR ENVIRONMENT “A PTA TEN R”
■ Aircraft ID.
■ Position.
■ Time.
■ Altitude.
■ Type of flight plan (except when communicating with ARTCC / Approach control).
■ ETA and name of next reporting fix.
■ Name only of the next succeeding point along the route of flight.
■ Any pertinent remarks.
Actions at hold fix and each turn point “5 T’s”
▷ Turn
▷ Time
▷ Twist
▷ Throttle
▷ Talk
MAKE ALL HOLD TURNS:
■ 3º per second, or
■ 30º bank angle, or
■ 25º bank angle if using a Flight Director
*Whichever uses the least bank angle
Holding Pattern Timing
At or below 14,000ft MSL - 1 Minutes
Above 14,000ft MSL - 1.5 Minutes
Holding Speeds
6,000ft or below - 200kts
6,001ft to 14,000ft - 230kts
14,001ft and above - 265kts
*Unless published otherwise
What do you report at the hold fix?
“<callsign> Over <place><altitude> at <time>”</time></altitude></place></callsign>
Altitude to fly during lost Comms.
The Highest of: “MEA”
■ M - Minimum altitude prescribed for IFR
■ E - Expected (as in: “Expect 5000 10 min after departure”)
■ A - Assigned. Last altitude assigned by ATC.
- Highest for the route segment flown
Route to fly during lost Comms.
Select the route by: “AVEF”
■ A - Assigned route, or, if none:
■ V - Vectored (fly to fix/route/airway last vectored to), if none:
■ E - Last Expected route by ATC, if none:
■ F - Filed route
When can you leave a clearance limit? (LOST COMMS)
Is the clearance limit a fix from which an approach begins?
Yes - Start descent and approach as close as possible to the EFC, or ETA (If no EFC given)
No - At EFC or clearance limit (If no EFC given) proceed to fix from which an approach begins and start the approach.
What do you do if you lose comms while in VFR conditions?
Continue the flight and land as soon as practicable.
A Procedure Turn is a maneuver that enables:
▷ Course reversal.
▷ A descent from IAF.
▷ Inbound course interception.
Max Speed in a Procedure Turn
200 kts
Do not fly a procedure turn when: “SHARP TT”
■ Straight-in approach clearance.
■ Holding in lieu of a procedure turn.
■ DME Arc.
■ Radar vectors to final.
■ No PT depicted on chart.
■ Timed approach from a hold fix.
■ Teardrop course reversal.
When can you descend to the next Instrument Approach Segment?
▷ When cleared for the approach
and established on a segment of
a published approach or route.
Contact Approach
▷ Requested by the pilot in lieu of an instrument approach. (Cannot be initiated by ATC)
▷ Requires at least 1SM ground visibility and remain clear of clouds.
▷ Only at airports with approved instrument approach procedures.
▷ Pilot assumes responsibility for obstruction clearance.
Visual Approach
▷ Initiated by ATC or the pilot.
▷ Requires at least 1000’ ceiling and 3SM visibility. (IFR in VMC)
▷ Pilot must have either the airport or the traffic to follow in sight.
▷ Pilot is responsible for visual separation from traffic to follow.
