IFR Stage 1

Structural Icing

Structural Icing

accumulation of ice on the exterior of the Aircraft

Three Types of Ice

Clear (0 to -10)-gloss transparent, slow freezing, most dangerous. Rime (-15 to -20)- rough,milky, opaque, instantaneous or rapid freezing Mixed (-10 to -15)- combo of clear and rime.

Four Intensities of Ice

Trace- rate of accum is slightly grater than rate of loss Light- may create problem if in for more than hr Moderate- Short encounters may be hazardous Severe- De/anti ice unable to reduce or control

Purpose of De-Ice

Remove snow,frost,ice to provide clean surfaces.

Purpose of Anti-Ice

Some protection against the formation of ice for a limited period of time.

C-172S Anti/De Ice systems (Airframe)

None

C-172S Anti/De Ice systems (Propeller)

None

C-172S Anti/De Ice systems (Intake)

Spring loaded alternate air door

C-172S Anti/De Ice systems (Fuel)

None

C-172S Anti/De Ice systems (Pitot/Static)

Electrical heating element, and alternate static source

Known Icing

Formation of ice observed or detected in flight

Instruments Required for IFR

GRABCARD G-generator R- Rate of Turn A- Altimeter B- Ball indicator (Turn and bank) C- Clock A- Attitude indicator R- Radios D- Directional Gyro

Instruments displayed on PFD

Airspeed indicator- Air Data Computer (GDC) Altimeter- Air Data Computer (GDC) VSI- Air Data Computer (GDC) Attitude Indicator- AHRS (GRS) HSI- Magnetometer (GMU)

Pitot Static System (components)

Pitot Tube (dynamic pressure) Static Pressure ports (static pressure) Connected to the Air Data Computer (GDC)

Altimeter

Measures absolute pressure. Static air tries to compress the aneroids against thier natural springiness. Thickness of the aneroid changes with the ambient air pressure, and an altitude is given.

Airspeed Indicator

Dynamic pressure enters the pitot tube. Presses against a diaphragm which expands with the dynamic pressure. Static pressure from the drain hole and static ports presses against the diaphragm. IAS is provided.

Vertical Speed Indicator

Rate of pressure change instrument. Static pressure enters the case and the aneroid. Case has a calibrated leak, causing it to change more slowly then the pressure in the aneroid. Compression and expansion of aneroid is measure to provide Vert speed.

Types of Airspeed

IAS- read from AS indicator CAS- IAS adjusted for postion and instrument error EAS- CAS adjusted for compression TAS- CAS corrected for nonstandard temp and pressure

Types of Altitude

Indicated- read from Altimeter True- distance above MSL Absolute- Distance AGL Pressure- indicated when set to 29.92 Density- Pressure corrected for temperature

VSI (G1000)

Accelerometers data taken by the Air Data Computer (GDC)

Pitot/static Inspection

Every 24 calendar months

Attitude Indicator

Run off the vacuum system. Rigidity in space.

Pendulous Vanes

Prevent the attitude indicator from tumbling

Magnetic Compass

Two magnets attached to card. Magnets attracted and point towards magnetic north.

Magnetic Compass Errors

VDMONA -Variation- true north varies from magnetic north -Deviation- interference from electronics -Magnetic Dip- Magnet dips at the poles -Oscillation- Diff RPMs cause card to oscillate

• Undershoot north, overshoot south -Acceleration error- Accelerate north, decelerate south

Pitot/Static reading with Alt Static Source

Pitot/static instruments read slightly higher. Air moving over cabin causes low pressure inside cabin.

VOR

Very High Freq Omnidirectional Range- provides 360 courses to and FROm. Typical coverage of 40 mi.

VOR Check for IFR

Completed within 30 days of IFR.

Types of VOR Checks

VOT- Center CDI, CDI FROM should read 180 Ground- +/- 4 degrees Air- +/- 6 degrees Comparing- variation cant exceed 4 degrees

VOR Service Volumes

Terminal- 1,000 to 12,000 at 25 NM Low Alt- 1,000 to 18,000 at 40 NM High Alt- 1,000 to 14,500 at 40. 14,500 to 60,000 at 100 NM. 18000 to 45000 at 130 NM.

ILS

Instrument Landing System- Provides course and altitude guidance. Localizer- at end of runway, provides course guidance at 5 degrees Glide slope- vertical guidance, 750-1250 feet on approach side, 3 degrees Markers- provide distance information Approach lights-

Transponder Inspection

Every 24 calendar months

GPS

Satellite base navigation. Three functional elements -Space- 30 NAVSTAR satellites -Control- ground based monitoring and control stations. 5 monitoring stations, 3 ground antennas, master control -User- antennas and receiver/processor.

WAAS

Wide Area Augmentation System- improves accuracy, integrity, and availability of GPS signals. Uses ground reference stations and satellites. 25 ground reference systems, 2 master stations, four ground uplink stations. Allows for approach with vertical guidance.

RAIM

Reciever Autonomous integrity monitoring- verifies the integrity of the signals received from the GPS.

How to obtain IFR clearance

On ground- from AFSS or ATC tower In Air- call AFSS or ATC.

Request clearance at least 30 min prior.

Minimum IFR currency for PIC

66HIT- within preceding 6 months completed 6 instrument approaches, holding patterns, or intercepting and tracking.

If not, must complete instrument proficiency check.

Clearance Void Time

Must have taken off by time given, or Flight plan will be cancelled

Release Time

Only able to depart after time given by ATC

When must you file an Alternate?

0,1,2,3 Rule- If first place of intended landing doesn't have an IAP. Alternate within +/- 1 hours of intended landing must have 2,000 ft clg and 3 sm vis.

Standard Alternate Minima (Non-precession)

800 ft clg, 2 mile vis

Standard Alternate Minima (Precession)

600 ft clg, 2 mile vis

EFC Time

Expect Further Clearance- time the pilot can expect to receive clearance beyond their limit. Usually during a Holding pattern.

VFR on top requirements

-Fly appropriate VFR alt. -comply with VFR vis

• Maintain IFR

• Must tell ATC alt changes

• Cannot be requested in Class A

Cruise Clearance

Allows you to conduct flight an any alt from the MinIFR alt up to and including altitude given. Also allows pilot o make the approach

Standard Instrument Departure (SIDs)

ATC procedures in graphic form to provide obstruction clearance and transition from terminal to en route

Obstacle Departure Procedure (ODP)

Provide obstruction clearance. Can be either graphical or textual.

Standard Take-Off Minimum (Commercial)

1 or 2 engines- t/o vis of 1 SM 3 or more engines- t/o vis of .5 SM

Standard Take-Off Minimum (Part 91)

0-0 conditions

Minimum criteria for DPs

Min Climb gradient required of 200 ft/min

MEA

Minimum en route altitude- lowest published altitude between radio fixes that gives nag signal and obstacle clearance

MOCA

Minimum Obstacle Clearance Altitude- lowest published altitude which meets obstacle clearance and nag signal within 2 SM of a VOR

OROCA

Off-Route Obstruction Clearance Altitude- high possible elevation including both terrain and other vertical obstructions

MRA

Minimum Reception Altitude- lowest altitude at which an airway section can be determined

MCA

Minimum crossing altitude- lowest allowed altitude at certain fixed an aircraft must cross

Change Over Point

Tells pilot when to change to other VOR freq. to allow signal reception. If no COP, freq. should be changed halfway between fixes.

Required IFR Reports

-Time and alt. passing each designated reporting point -Unforecasted weather

• Other info relating to the safety of flight

C-172S NAV III Holding Speed

90 KIAS

When do you slow to holding speed?

3 min prior to holding fix

Standard Hold

Right Turns

Max Holding speed

0 to 6000 MSL - 200 KIAS 6001 to 14000 MSL - 230 KIAS 14001+ - 265 KIAS

Direct Holding Entry

Fly to fix. Turn outbound

Teardrop Holding Entry

Fly to Fix. Fly 30 degrees from Outbound, Turn 1 min and fly INBD

(TEARDROP SAME) (LEFT ADD, RIGHT SUBTRACT)

Parallel Holding Entry

Fly to Fix. Turn outbound. Fly 1 min and fly INBD

(PARALLEL OPPOSITE)

Standard Hold Leg Length (0-14000)

1 min INBD

Standard Hold Leg Length (14000+)

1.5 min INBD

Standard Arrival Procedure

serves to transition aircraft from airway to the terminal area. Structures traffic flow. Simplifies ATC clearance.

Contact Approach Requirements

Must be requested by Pilot. Airport must have an IAP, 1 SM flight vis, and remain clear of clouds.

Visual Approach Requirements

Can be assigned by ATC. Airport must have 1,000' CIG, 3 SM Vis, and clear of clouds. Must have airport in sight or preceding aircraft in sight to be given visual approach.