Airplane IFR Quick-Review Study Guide Flashcards

Vocabulary practice flashcards covering pilot qualifications, regulations, flight instruments, nav systems, instrument approach procedures, weather, and aeromedical factors from the IFR Quick-Review Study Guide.

IM SAFE

Preflight self-assessment mnemonic representing Illness, Medication, Stress, Alcohol ("8 hours bottle to throttle", max $0.04\%$ blood alcohol), Fatigue, and Emotion.

PAVE

Risk management and personal minimums framework representing Pilot, Aircraft, EnVironment, and External pressure.

DECIDE

Aeronautical decision-making model consisting of Detect that a change has occurred, Estimate the need to counter it, Choose a desirable outcome, Identify solutions, Do necessary actions, and Evaluate action effects.

SAFETY

Passenger briefing checklist covering Seat belts/harnesses, Air vents/environmental controls, Fire extinguisher, Exit doors/emergency plan, Traffic/sterile cockpit expectations, and Your questions.

ARCH

Taxi briefing mnemonic standing for Assigned/planned runway, Route, Crossings and hold short instructions, and Hot spots & Hazards.

DEPARTS

Takeoff briefing mnemonic standing for Departure review, Establish expectations, Plan/special considerations, Alternate, Runway conditions/length, Trouble/tactics, and Speak up.

ARROW

Required aircraft documents for flight: Airworthiness certificate, Registration certificate, Radio station license (for international flights), Operating limitations (AFM), and Weight & balance data.

AVIATES

Aircraft maintenance inspection requirements for IFR: Airworthiness Directives, VOR check every $30$\text{ days}, Inspections (Annual and $100\text{-hour}$ if for hire), Altimeter/static system every $24\text{ calendar months}$, Transponder every $24\text{ calendar months}$, ELT every $12\text{ calendar months}$, and Supplemental Type Certificate inspections.

NW KRAFT

Preflight information required for IFR flight under §91.103: NOTAMs, Weather reports and forecasts, Known traffic delays, Runway length of intended use, Alternatives available, Fuel requirements, and Takeoff/landing performance data.

6 HITS

IFR recency requirements to act as PIC within preceding $6\text{ calendar months}$: logged $6$\text{ instrument approaches}, Holding procedures & tasks, and Intercepting & Tracking courses using electronic navigation systems.

Safety Pilot Requirements

Must hold at least a private pilot certificate with appropriate category/class and valid medical/BasicMed, have adequate vision forward and to each side, and fly an aircraft equipped with a dual control system.

Instrument Proficiency Check (IPC)

A check administered by a CFII, examiner, or approved person required if more than $6\text{ calendar months}$ have passed since IFR recency expired ($12\text{ calendar months}$ total without logging 6 HITS).

IFR Recency Timeline

To be Current: in the past 6 calendar months you have completed 6HITS or had an IPC or instrument check ride in an appropriate aircraft for the instrument rating.

Not Current (Grace period): No 6HITS in the past 6 calendar months, you have another 6 calendar months to preform and log 6HITS in simulated IMC with a safety pilot or in a a approved flight simulator

After 12 calendar months without being current an IPC is the only way to reestablish

1-2-3 Rule

Requirement stating a destination alternate is always required unless an instrument approach is published/available AND for $1\text{ hour}$ before to $1\text{ hour}$ after ETA, the ceiling is at least $2000\,\text{ft}$ above airport elevation and visibility is at least $3\,\text{SM}$.

Filing an alternate - equipped with a non-WAAS GPS?

Flight plan can be based on GPS approach availability at either the destination or the alternate, but not both

Filing an alternate - WAAS without baro-VNAV

Flight plan may be based on LNAV or circling minimums at the alternate

Filing an alternate -WAAS with baro-VNAV

LNAV/VNAV or RNP 0.3 are allowed as basis for the flight plans alternate (requires special authorization & RNP availability)

Standard Alternate Minimums 91.169

If no alternate minima are published, required conditions at ETA are: Precision approach requires $600\,\text{ft}$ ceiling and $2\,\text{SM}$ visibility; Non-precision approach requires $800\,\text{ft}$ ceiling and $2\,\text{SM}$ visibility. If no instrument approach available at the alternate ceiling and visibility must allow descent from MEA approach and landing under VFR

IFR Fuel Minimums (§91.167)

Fuel required from departure airport to destination airport, then to the most distant alternate (if required), plus $45\,\text{min}$ at normal cruise speed.

IFR Cruising Altitudes (Uncontrolled Airspace)

Below FL290: 0º-179º ODD thousands; 180º-359º: EVEN thousands

Above FL290:

• 0º-179º: Flight Levels at 4,000’ intervals (e.g., FL 290, 330, 370)

• 180º-359º: Flight Levels at 4,000’ intervals starting at FL310 (e.g., FL 310, 350, 390)

DP’s

• Ensure obstacle clearance, proceed the aircraft crossed the departure end of the runway at least 35 feet AGL

• Reaches 400 ft AGL before turning and clumps at least 200ft per NM or as published in the char

• FPM= FPNM X Groundspeed / 60

IFR TAKEOFF MINIMUMS

1-2 engines: 1SM Visibility(5000 RVR)

More than 2 engines: ½ SM visibility (2400 RVR)

Obstacle Departure Procedure (ODP)

A departure procedure that provides obstacle clearance only, published GRAPHICALLY OR TEXTUALLY. published with "(OBSTACLE)" in the title.

Standard Instrument Departure (SID)

departure procedure that provides obstacle clearance, reduces pilot/controller workload, and minimizes radio communications. Published GRAPHICALLY

What kinds of DP’s are there?

• Non-RNAV DP - uses ground based navigation

• RNAV DP- Requires at least RNAV 1 performance. Identified with RNAV in title

• RADAR DP- uses ATC radar vectors to a route, NAVAID, or fix after departure

What is a DVA

Diverse Vector Areas allow ATC to vector aircraft below the Minimum Vectoring Altitude or Minimum IFR altitude immediately after takeoff while still meeting obstacle clearance requirements

What is a VCOA

Visual Climb Over Airport is when the pilot can visually conduct climbing turns over the airport up the the published climb to altitude, from which he proceeds to the instrument portion of the departure

Advice ATC as early as possible for a VCOA

Transition route (SID)

Connected the end of the basic SID procedure to the enroute structure

Transition route (STAR)

Connects enroute fixes to the basic STAR procedure

What is a STAR

Standard Terminal Arrival- coded arrival procedure that serves as a transition between the enroute structure and a point from which an approach to landing can be made.

Climb Via

An abbreviated ATC clearance requiring compliance with lateral routing, speed restrictions, and published/assigned altitude restrictions on a SID.

Descend Via

An ATC clearance authorizing pilot discretion descent to meet published altitude/speed restrictions while navigating laterally on a STAR.

Cruise Clearance

ATC clearance allocating a block of airspace from minimum IFR altitude up to a specified altitude, allowing free climbs/descends and permission to conduct an approach at destination without additional clearance.

CRAFT

IFR departure clearance items mnemonic: Clearance limit, Route, Altitude, Frequency, and Transponder code.

Minimum IFR altitude

Minimum altitude prescribed for the flown segment or if none:

• mountainous areas: 2,000 ft above the highest obstacle within 4NM from the course

• Non-mountainous: 1,000 ft above within 4NM from the course

MEA (Minimum Enroute Altitude)

The lowest published altitude between radio fixes assuring acceptable navigational signal coverage and meeting obstacle clearance requirements.

MOCA (Minimum Obstruction Clearance Altitude)

The lowest published altitude on VOR airways meeting obstacle clearance requirements for the entire segment and assuring navigational signal coverage only within $22\,\text{NM}$ of a VOR.

MAA (Maximum Authorized Altitude)

The highest altitude authorized for an IFR route segment, annotated as MAA followed by the altitude on charts.

MRA Flag Symbol

Depicted on IFR charts as a flag containing the letter 'R', designating the Minimum Reception Altitude where an intersection can be determined using nav aids.

MCA / MTA Flag Symbol

Depicted on IFR charts as a flag containing the letter 'X', designating a Minimum Crossing Altitude or Minimum Turning Altitude over a fix.

OROCA (Off Route Obstruction Clearance Altitude)

An altitude providing obstruction clearance with a $1,000\,\text{ft}$ buffer in non-mountainous terrain and $2,000\,\text{ft}$ in mountainous terrain, without guaranteeing navigation or communication signal coverage.

MOCA

Minimum Off Route Altitude- provides obstruction clearance within 10 NM to either side of the airway centerlines and within 10NM radius at the ends of the airways

Gyroscopic Operating Principles

The two fundamental principles of a gyroscope: Rigidity in space (Attitude Indicator, Heading Indicator) and Precession (Turn Coordinator, Turn-and-Slip Indicator).

Altimeter

• an aneroid barometer that shows the height above the given pressure level, based on standard pressure lapse rate of 1000’ per in of mercury

• A stack of sealed aneroid wafers expand and contract with changes in atmospheric pressure recover from the static port

• A mechanical linkage between the aneroid and the display translates the sensed pressure to an altitude indication

• An altimeter knob allows the pilot to adjust the current pressure to the current altimeter setting published locally

Indicated Altitude

Uncorrected altitude indicated directly on the altimeter dial when set to local barometric pressure (QNH).

Pressure Altitude

Altitude measured above the standard $29.92\,\text{inHg}$ datum (QNE), used when flying above $18,000\,\text{ft}$ MSL in Flight Levels.

Density Altitude

Pressure altitude corrected for nonstandard temperature, used primarily for aircraft performance calculations.

True altitude

Actual Altitude above Mean Sea Level

Absolute altitude

Height above airport elevation

Indicated Airspeed (IAS)

Direct airspeed read from the airspeed indicator display.

Calibrated Airspeed (CAS)

Indicated airspeed corrected for instrument and position errors.

True Airspeed (TAS)

Actual speed of the aircraft through the air mass; CAS corrected for nonstandard temperature and pressure.

Static Port Blockage Effects

Causes airspeed indicator to read correctly only at blockage altitude (reads lower at higher altitudes, higher at lower altitudes), altimeter freezes at blockage altitude, and VSI freezes on zero( break vsi window which will give you reverse reading).

When using alternate static source what can you expect

• Airspeed to indicates a faster speed than it should

• Altimeter- indicates higher than it should

• VSI- monetarily shows a climb

Pitot Tube Blockage (Ram air and drain whole area clogged)

Airspeed will act as an altimeter

Pitot Tube Blockage (Ram air inlet clogged and drain hole open)

Airspeed drops to 0

VFR Day equipment required by §91.205:

Altimeter

Tachometer

Oil temp gauge

Manifold pressure gauge

Airspeed indicator

Temp gauge (liquid cooled)

Oil pressure gauge

Fuel quantity gauge

Landing gear position lights

Anti collision lights

Magnetic direction indicator

ELT

Safety belts

VFR Night equipment required by §91.205

Fuses (spare set)

Landing light (if for hire)

Anticollision lights

Position lights

Source of electrical power.

IFR instrument equipment required by §91.205

Generator/alternator

Radios (two-way & nav)

Altimeter (sensitive/adjustable)

Ball (slip-skid indicator)

Clock (sweep-second or digital)

Attitude indicator

Rate-of-turn indicator

Directional gyro (heading indicator).

DV MONA

Magnetic compass errors and limitations: Deviation,

Variation,

Magnetic dip

Oscillation, North/south turn errors (UNOS),

Acceleration errors (ANDS).

VOR Receiver Check 91.171

Required every $30\text{ calendar days}$:

VOT ($\pm 4^\circ$)

Repair station ($\pm 4^\circ$)

Ground checkpoint ($\pm 4^\circ$)

Airborne checkpoint ($\pm 6^\circ$)

Dual VOR cross-check ($\pm 4^\circ$)

Must record DEPS (Date, Error, Place, Signature).

VOR Limitation

• cone of confusion

• Reverse sensing

• Requires line of sight between aircraft and station

ILS Core Components

Glide Slope (vertical guidance)

Localizer (lateral guidance)

Approach Light System (visual guidance transition)

Marker Beacons (range information)

Localizer

• Lateral Course Guidance

• Provides course guidance $35^\circ$ to each side of centerline for the first $10\,\text{NM}$, and $10^\circ$ wide up to $18\,\text{NM}$ from the antenna up to an altitude of $4500\,\text{ft}$.

Glide slope

• vertical course guidance

• Range typically up to 10 NM

• Errors: false glide slope

Marker Beacon

• provides range information over specific points along the approach

• Outer marker: 4-7 miles out. Indicates the positions at which the aircraft should intercept the GS at the appropriate altitude ±50ft

• Middle Marker: 3500ft from the runway. Indicated the approximate point where the GS meets the decision height. Usually 200ft above the touchdown zone elevation

• Inner Marker: between the MM and runway threshold. Indicates

ALS

• Approach lighting system provides visible means to transition between instrument guided flight to a visual approach

• Extends from landing threshold into the approach area up to 2,400-3,000ft for precision approach runways and 1,400-1,500ft for non precision approach runways

What is RNAV

Area Navigation

Types of RNAV approaches

• LPV- Precision Like with Lateral & Vertical Guidance (Glide Path) (DA) (WAAS)

• LNAV- Lateral Guidance (RAIM)(MDA)

• LNAV/VNAV- lateral and vertical guidance (WAAS)(DA)

• LP- Localizer performance without vertical guidance(WAAS)(MDA)

• LNAV+V/LP+V- Lateral guidance with advisory glide path (MDA)

RAIM (Receiver Autonomous Integrity Monitoring)

A GPS receiver function monitoring satellite signal integrity requiring a minimum of 5 satellites (or 4 + baro-aided) for fault detection, and 6 satellites (or 5 + baro-aided) for fault exclusion.

WAAS (Wide Area Augmentation System)

A Satellite-Based Augmentation System (SBAS) using ground reference stations and master stations to calculate GPS signal corrections, enabling APV approaches such as LPV and LNAV/VNAV.

Required Navigation Performance (RNP)

RNAV navigation standard incorporating onboard performance monitoring and alerting; typical standards are Enroute ($\text{RNP } 2.0$), Terminal/Departure ($\text{RNP } 1.0$), and Final Approach ($\text{RNP } 0.3$).

MARVELOUS VFR C500

Mnemonic for mandatory IFR position and status reports to ATC:

Missed approach,

Airspeed change ($\pm 10\,\text{kts} / 5\%$)

Reaching hold fix,

VFR on top altitude change, ETA change$\pm 2\,\text{min}$

Leaving hold fix

Outer marker

Unforecasted weather

Safety of flight

Vacating altitude

Final approach fix

Radio/nav failure

Compulsory points,

500 fpm climb/descent rate inability.

Holding Pattern Speeds

Maximum IAS in holding patterns: $6,000\,\text{ft}$ MSL or below ($200\,\text{kts}$); $6,001\text{--}14,000\,\text{ft}$ MSL ($230\,\text{kts}$); $14,001\,\text{ft}$ MSL and above ($265\,\text{kts}$).

Holding Pattern Entry Procedures

Three standard entries: Direct (turn directly into pattern), Parallel (fly outbound parallel heading for $1\,\text{min}$, then turn into pattern to intercept inbound), and Teardrop (fly outbound $30^\circ$ into pattern for $1\,\text{min}$, then turn to intercept inbound).

Lost Communications Route Order ("AVEF") *91.185*

Select lost comms route in this exact order: Assigned, Vectored, Expected, or Filed.

Lost Communications Altitude ("MEA") *91.185*

Fly the highest of the following altitudes for the route segment: Minimum altitude for IFR, Expected altitude, or Assigned altitude.

SHARP TT

when a procedure turn is NOT permitted:

Straight-in clearance,

Holding in lieu of PT

DME Arc

Radar vectors to final

NoPT depicted on chart

Timed approach from hold fix

Teardrop course reversal.

Precision Approach

• lateral + vertical guidance to a DA

• ILS- Instrument Landing System

• PAR- Precision Approach Radar

• GLS- GBAS Landing system

Non-precision approach

• Lateral Guidance only. Flown to MDA

• VOR

• NDB

• RNAV / RNP to LNAV or LOWER minima

• LOC- Localizer

• LDA- Localizer-type

• SDF-Simplified Directional Facility similar to a LOC with 6 to 12 degree width

• ASR- Approach Surveillance Radar

Approach with Vertical Guidance (APV)

• A precision-like approach, flown to a DA with lateral + vertices guidance, but does not meet precision approach standards

• RNAV / GNSS(ex. LNAV / VNAV and LPV minima)

• LDA with Glide Slope

Visual Descent Point (VDP)

A defined point on the final approach course of a non-precision approach from which normal descent from MDA to touchdown may begin if visual references are established.

AIRMET Types

Inflight advisories valid for $6\,\text{hours}$:

AIRMET Sierra (IFR / mountain obscuration),

AIRMET Tango (moderate turbulence, surface winds $\ge 30\,\text{kts}$, low-level wind shear)

AIRMET Zulu (moderate icing / freezing levels).

SIGMET (WS)

Inflight advisory valid up to $4\,\text{hours}$ concerning non-convective weather severe to all aircraft: severe icing, severe/extreme turbulence or CAT, or widespread dust/sandstorms lowering surface visibility below $3\,\text{SM}$.

Convective SIGMET (WST)

Inflight advisory issued hourly at $55\,\text{min}$ past the hour (valid $2\,\text{hours}$) for severe thunderstorms (surface winds $\ge 50\,\text{kts}$, hail $\ge 3/4\,\text{in}$), tornadoes, embedded thunderstorms, or lines of thunderstorms.

Types of Hypoxia

Four forms: Hypoxic (insufficient O2 pressure at high altitude), Hypemic (inability of blood to carry O2, e.g., CO poisoning), Histotoxic (inability of cells to use O2 due to drugs/alcohol), and Stagnant (poor blood circulation).

Supplemental Oxygen Requirements (§91.211)

Unpressurized cabins: flight crew must use O2 for cabin pressure altitudes above $12,500\,\text{ft}$ up to $14,000\,\text{ft}$ MSL after $30\,\text{min}$; flight crew must use O2 continuously above $14,000\,\text{ft}$ MSL; all occupants must be provided O2 above $15,000\,\text{ft}$ MSL.

What is ADSB

• Automatic Dependent Surveillance–Broadcast combines an aircraft’s positioning source, aircraft avionics, and a ground infrastructure to create an accurate surveillance interface between aircraft and ATC.

• ADS-B Out works by broadcasting information about an aircraft's GPS location, altitude, ground speed and other data to ground stations and other aircraft, once per second.

• ADS-B In provides operators of properly equipped aircraft with weather and traffic position information delivered directly to the cockpit.

  
  
  

Procedure turn

• course reversal

• A descent from IAF

• Inbound course interception

• Max speed 200 knots

• Their drop procedure may be used in lieu of a PT

Contact Approach

• Requested by the pilot in lieu of an instrument approach

• Requires at least 1SM ground visibility and remain clear of clouds

• Only at airports with approved instrument approach procedures

• Pilot is responsible for obstruction clearance

Visual approach

• initiated by ATC or the pilot

• Requires at least 1000’ ceiling and 3sm visibility

• Must either have the airport or traffic to follow in sight

• Pilot is responsible for visual separation from traffic to follow

Missed Approach

• execute a missed approach when:

• Arrival at the MAP or DH with insufficient visual references to runway environment

• Safe approach is not possible

• Instructed by ATC to do so

When can you descend below MDA/DA

• 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.

• The flight visibility is not less than the visibility prescribed in the standard instrument approach being used

• And you have at least one of the visual references for the runway distinctly visible and identifiable to the pilot

What are the visual references for an airport

• The approach lighting system but the pilot may not descend below 100 ft above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable

• The threshold

• Threshold marking

• Threshold light

• Runway end identifier lights

• Visual glide slope indicator

• Touchdown zone or touchdown zone marking

• Touchdown zone lights

• Runway or runway marking

• Runway lights

Class A Airspace

• controlled airspace from 18,000 MSL to FL600 within the 48 contiguous states and Alaska. Includes the airspace within 12 NM of the shoreline as well as designated international airspace beyond 12NM distance

• IFR only unless otherwise authorized

Class B Airspace

• Controlled airspace surrounding the nations busiest airports

• Usually extended from surface up to 10,000’ MSL

• The shape of each class B is specially tailored for its environment.

• Consists of a surface area and two or more layers (upside down wedding cake)

• Requires 2-way comms

• ATC separates both VFR and IFR traffic

• Requires ATC CLEARANCE to enter. VFR pilots must make sure they hear a clearance to “ENTER CLASS B”. IFR pilots will typically have the Clearance

• A Mode C transponder and ADS-B Out equipments are required within 30 NM radius

Class C Airspace

• Controlled airspace around towered airports with certain number of IFR operations or passenger volume

• Typically inner area is 5NM radius surrounding its primary airport extending up to 4,000ft above airport height

• 10 NM radius shelf area typically extends no lower than 1,200’ up to 4,000’ above airport height

• Non-charted outer area extends 20 nm from airport

• ATC Provides VFR / IFR traffic separation in outer area if 2-way radio comms are established and in the class C airspace itself

Class D airspace

• controlled airspace extending from the surface to 2,500’ above airport height.

• Usually shaped as a cylinder with a 4NM radius from the primary airport

• Requires 2-way radio comms

Class E Airspace

• Controlled airspace not designated as A, B, C, or D

• May or may not be associated with its an airport

• Requires Mode C transponder and ADSB-Out equipment at and above 10,000’ MSL within 48 contiguous states and D.C excluding at or below 2,500 AGL

• Requires ADS-B Out at and above 3,000’ MSL over the Gulf of Mexico from the US coast out to 12NM

Functions of class E

• surface area diagnosed for an airport

• Extension to a surface area of class B, C, or D.

• Transition area begins at 700’ or 1200’ AGL used to transition to/from a terminal r enroute environment