Section 1
Preview this deck
IFR minimum fuel requirements
Front
| 5 | 0 | ||
| 4 | 0 | ||
| 3 | 0 | ||
| 2 | 0 | ||
| 1 | 0 |
Active users
0
All-time users
0
Favorites
0
Last updated
7 years ago
Date created
Mar 1, 2020
Cards (151)
Section 1
(50 cards)
IFR minimum fuel requirements
fuel from departure to destination fuel to an alternate 45 minutes of fuel at cruise power
WAAS
Wide-Area Augmentation System is satellite navigation that augments GPS Standard Positioning Service (SPS); provides enhanced integrity, accuracy, availability, and continuity over and above GPS SPS. Allows for LPV approaches, with vertical guidance.
Experience to carry passengers as PIC
3 takeoffs and landings in the last 90 days in the same category, class, and type. For night: 3 takeoffs and landings to full stop 1 hour after sunset to 1 hour before sunrise in last 90 days.
OROCA
Off-Route Obstacle Clearance Altitude: obstruction clearance by 1000 ft in non-mountainous terrain (2000 ft in mountainous terrain). May not provide signal coverage from ground-based navaids, ATC radar, or communications coverage.
Obstacle Departure Procedures (ODP)
A preplanned instrument flight rule (IFR) departure procedure printed for pilot use in textual or graphic form to provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC.
Mandatory reports under IFR
missed approach airspeed +- 10kt or 5% changed of filed TAS reaching a holding fix vfr on top *eta change +- 3 minutes leaving a holding fix or point *outer marker unforecasted weather safety of flight vacating an altitude *final approach fix radio or nav failure *compulsory reporting points 500 unable climb or decent
STAR
Standard Terminal Arrival Route
91.175
Takeoff and landing under IFR Decent below Decision Altitude (DA), Decision Height (DH), OR Minimum Decision Altitude (MDA) 1- You can descend below minimums if you can descend continuously on your path using normal maneuvers at a normal rate of descent. 2- FAR 1.1 Prescribed flight Visibility 3-Visual Cues (must have at least one)
RAIM+
Fault detection and exclusion. Discovers and removes a faulty satellite signal.
Causes of wind
differences in air pressure. Winds blow from a high air pressure to a low air pressure.
VASI
Visual Approach Slope Indicator
PAPI
Precision Approach Path Indicator
IFR minimum altitudes
Minimum prescribed, or if none: Mountainous areas: 2,000ft above highest obstacle within 4NM of course. Non-mountainous areas: 1,000ft above highest obstacle within 4NM of course. (§91.177)
91.185
IFR operations: Two-way radio communications failure A- Unless otherwise authorized, comply with the following section B- If VFR, maintain VFR and land as soon as practicable C- If IFR, do the following 1-Route. 2-Altitude (whichever is highest) Assigned. MEA or OROCA Vectored. Expected Expected. Assigned Filed 3-Leaving Clearance Limit A- if limit is a fix, hold at fix and depart as close to EFC or ETA B- if limit is not a fix, leave as close to EFC time, if none has been received proceed to fix at which approach begins and hold until ETA
Instrument PIC recency of experience
Last 6 calendar months logged "6 HITS" 6 instrument approaches Holding procedures and tasks Intercept and Track courses through the use of electronic navigation Systems
Magnetic Dip
Downward pull of earth's magnetic field on a compass. Particularly to the north.
Standard Terminal Arrival Route (STAR)
A preplanned instrument flight rule (IFR) air traffic control arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from the enroute structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.
Alternate Minimums
Precision- 600ft ceilings and 2sm visibility Non-precision- 800 ceilings and 2sm visibility No IAP- descend below Minimum Enroute Altitude (MEA) and land under basic VFR conditions
SID
Standard Instrument Departure
Oscillation
Turbulence, aircraft, deviation, variation
Flight Visibility
Average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.
Lost communication procedures - Altitude to fly
M.E.A. Fly the highest among: M- Minimum altitude prescribed for IFR E- Expected (expect 5000ft after 10mins) A- last altitude Assigned by ATC
61.65
Instrument rating requirements (1) Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in an airplane. (2) Forty hours of actual or simulated instrument time in the areas of operation listed in paragraph (c) of this section, of which 15 hours must have been received from an authorized instructor who holds an instrument-airplane rating, and the instrument time includes (i) Three hours of instrument flight training from an authorized instructor in an airplane that is appropriate to the instrument-airplane rating within 2 calendar months before the date of the practical test; and (ii) Instrument flight training on cross country flight procedures, including one cross country flight in an airplane with an authorized instructor, that is performed under instrument flight rules, when a flight plan has been filed with an air traffic control facility, and that involves— (A) A flight of 250 nautical miles along airways or by directed routing from an air traffic control facility; (B) An instrument approach at each airport; and (C) Three different kinds of approaches with the use of navigation systems.
DA/H
Decision Altitude (Height)
MRA
Minimum Reception Altitude; lowest alt at which an intersection can be determined from an off-course NAVAID.
MOCA
Minimum Obstruction Clearance Altitude; provides obstacle clearance along the airway and NAV signal reception within 22 NM of closest navaid defining the route.
GPS satellites
24 Satellites minimum = Constellation 2D = 3 Satellites 3D = 4 Satellites RAIM = 5 Satellites RAIM+ = 6 Satellites
Personal documents require for flight:
Pilot certificate Medical certificate Authorized photo ID Restricted radiotelephone operator license
To act as PIC
flight review within 24 months
Magnetic Variation
Variation Deviation Magnetic Dip Oscillation Northerly turning tendency -UNOS (Undershoot North Overshoot South) Acceleration/Deceleration -ANDS (Accelerate North Decelerate South)
MCA
The minimum crossing altitude (MCA) is charted when a higher MEA route segment is approached. The MCA is usually indicated when a pilot is approaching steeply rising terrain and obstacle clearance and/or signal reception is compromised. *Climb before to cross at set altitude.
Lost communication procedures - route to fly
A.V.E.F. Select route by the following order: Assigned route Vectored (fly to the fix/route/airway last vectored to) E- last Expected route by ATC Filed route
MAA
Maximum Authorized Altitude
Max holding speeds
0-6000 MSL-200KTS 6001-14000 MSL- 230 KTS Above 14000 MSL-265 KTS
MDA/H
Minimum Descent Altitude/Height
Magnetic Deviation
the error induced in a compass by local magnetic fields in the aircraft
Magnetic Variation
A compass "error" resulting from the fact that at most points on the Earth's surface the direction of the magnetic lines of force is not toward the geographic North Pole or South Pole.
91.175 (f) Civil Airport Takeoff Minimums
This paragraph applies to persons operating an aircraft under part 121, 125, 129, or 135 of this chapter. (1) Unless otherwise authorized by the FAA, no pilot may takeoff from a civil airport under IFR unless the weather conditions at time of takeoff are at or above the weather minimums for IFR takeoff prescribed for that airport under part 97 of this chapter. (2) If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following weather minimums apply to takeoffs under IFR: (i) For aircraft, other than helicopters, having two engines or less—1 statute mile visibility. (ii) For aircraft having more than two engines—1/2 statute mile visibility. (iii) For helicopters—1/2 statute mile visibility. (3) Except as provided in paragraph (f)(4) of this section, no pilot may takeoff under IFR from a civil airport having published obstacle departure procedures (ODPs) under part 97 of this chapter for the takeoff runway to be used, unless the pilot uses such ODPs or an alternative procedure or route assigned by air traffic control. (4) Notwithstanding the requirements of paragraph (f)(3) of this section, no pilot may takeoff from an airport under IFR unless: (i) For part 121 and part 135 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the applicable airplane performance operating limitations requirements under part 121, subpart I or part 135, subpart I for takeoff at that airport; or (ii) For part 129 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the airplane performance operating limitations prescribed by the State of the operator for takeoff at that airport.
Minimum weather conditions required at an airport to list it as an alternate
The alternate airport minima specified in the procedures, or if none: -Precision approach: 600ft ceiling and 2 SM visibility -Non-precision approach: 800ft ceiling and 2 SM visibility -No instrument approach at the alternate: Ceiling and visibility allowing descent from MEA, approach and landing under basic VFR.
Do you need an alternate?
1-2-3 If within 1 hour before to 1 hour after ETA forecasted weather is less then: 2000ft ceiling and/or 3 SM visibility You do need an alternate.
61.57
c) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if: (1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following— (i) Six instrument approaches. (ii) Holding procedures and tasks. (iii) Intercepting and tracking courses through the use of navigational electronic systems.
RAIM
Receiver Autonomous Integrity Monitoring. Lose RAIM and a yellow "INTEG" flag pops up, must go missed.
MVA
Minimum vectoring altitude- lowest msl altitude at which an IFR aircraft will be vectored by a radar controller except as authorized for radar approaches departures and missed approaches. May only be utilized from radar vectoring when upon the controllers determination that an adequate radar return is being received from the aircraft
Standard Instrument Departures (SID)
-Provide obstruction clearance and helps reducing congestion and workload by simplifying ATC clearance. -Pilot NAV SIDs - pilot navigates by charted routes with minimal radio instructions -Vector SIDs - navigation is based on radar vectors. Routes are not printed on the chart. -Some SIDs depict non-standard radio failure procedures. -RNAV SIDs and all graphical RNAV ODPs require RNAV 1 performance.
MEA
Minimum En route Altitude. Assures navigation coverage and 1000' (non-mountainous) or 2000' (mountainous) obstacle clearance.
Visual Cues
1- ALS Approach Lighting System - can descend to 100' above TDZE and red terminating side bars (ALSF 1 & 2), you can descend to the runway 2- PAPI/VASI 3- REIL 4- Threshold 5- Threshold markings 6- Threshold lights 7- TDZ/TDZE markings 8- TDZ lights 9- Runway/RW markings 10- Runway lights
IFR takeoff minimums (§91.175)
IFR takeoff minimums (§91.175) No T/O minimums mandated for part 91 operations. Part 121, 125, 129, 135: Prescribed T/O minimums for specific runway, or, if none: 1-2 engines: 1 SM visibility More than 2 engines: ½ SM visibility
91.113
Right of way rules
GRABCARDD 91.205(b)
Generator/alternator Rate of turn indicator Attitude indicator Ball (Slip/Skid) Clock w/ sweeping second hand or digital readout Altimeter (pressure sensitive) Radio equipment applicable to the flight Directional Gyro DME if above FL240 and using VOR's
Flight Visibility
The average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.
Section 2
(50 cards)
Visual Descent Point (VDP)
A defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot.
Distance Measuring Equipment (DME)
Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. Slant range error is negligible at 1 NM from the DME station per every 1000ft
Contact Approach
must be requested by the pilot must have at least 1sm and remain COC
Marker Beacons
Third component of ILS Precise distance information Being replaced with DME
Mature stage
5-10 miles height Begins when precipitation has become to fall from the cloud baser Updraft at this stage may exceed 6000 fpm Downdrafts may exceed 2500 fpm All thunderstorms hazards are at their greatest intensity at the mature stage
Cumulus stage
3-5 miles height Lifting action of the air begins Growth rate may exceed 3000 fpm
Attitude Indicator
Operates on the principle of rigidity in space. Shows bank and pitch information. Older AIs may have a tumble limit. Should show correct attitude within 5 minutes of turning on the engine. Normally vacuum-driven in GA aircraft, may be electrical in others.
Indicated airspeed (IAS)
Airspeed read directly from the airspeed indicator
Localizer
The component of an ILS which provides course guidance to the runway. Width- between 3-6 degrees so that the width at the threshold would be 700 feet. Coverage range- 35 degree to each side of the centerline for the first 10NM and 10 degrees up to 18NM from the antenna and up to 4500ft.
Pitot blockage
The only instrument affected is the airspeed indicator. Ram air inlet is clogged and drain hole open - Airspeed will drop 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 you suspect a pitot blockage, consider the use of pitot heat to melt ice that may have formed in or on the pitot tube.
Standard rate turn angle of bank calculation
airspeed/10 +5 3 degrees per second 360 degrees in 2 min
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.
Inner Marker
white light high tone high speed
Absolute Altitude
height above the surface
Approach Light System (ALS)
Helps the transition between radio-guided flights into a visual approach. Can help in estimating flight visibility if you know the dimensions of the specific ALS configuration.
Surface analysis chart
-Observed, AGL -Metar shown over a map, fronts, high/low pressure -Very cluttered -Updated every 3 hours, 8 times a day
Indicated Altitude
The indication on a pressure altimeter when the kollsman window is set to the current local altimeter setting.
VOR check signoff
D.E.P.S Date Error Place Signature
Gyroscopic Instruments
Turn Coordinator Heading Indicator Attitude Indicator
Middle Marker
*Located about 3500' from threshold on centerline generally where aircraft is at DH * Identified by second 2 letters of airport identifier 200ft above TDZE Amber
Mach number
Ratio of true airspeed to the speed of sound
Pressure Altitude
Height above the standard datum plane when 29.92 is set in the altimeter.
Back course marker
Two high pitched dots at a time (White) Located at a location similar to a OM
When can you descend to next instrument approach segment?
When cleared for the approach and established on a segment of a published approach or route
Do not fly a procedure turn when:
SHARPTT -Straight in approach -Holding in lieu of a procedure turn -Arc -Radar vectored to final -P NO PT depicted on chart -Timed approach -Teardrop course reversal
Outer Marker
4-7 NM from runway, usually at glideslope intercept Blue May be us substituted with other items Located at or near final approach fix for localizer approach
Convective outlook (AC)
Available in both graphical and textual format. A 3-day forecast of convective activity. Convective areas are classified as slight (SLGT), moderate (MDT), and high (HIGH) risk for severe thunderstorms. Issuance: Day 1- 5 times Day 2- 2 times Day 3- 1 time
Receiver Autonomous Integrity Monitoring (RAIM)
-A system used to verify the usability of the received GPS signals and warns the pilot of any malfunction in the navigation system. This system is required for IFR-certified GPS units. -requires a minimum of 5 satellites, or 4 satellites with an altimeter input (baro-aided RAIM) -to eliminate a corrupt satellite (fault exclusion), RAIM needs an additional satellite (total of 6 or 5 with baro-aided RAIM)
Density Altitude
The pressure altitude corrected for nonstandard temperature.
True Altitude
Actual height above mean sea level (MSL)
Aviation Area Forecast (FA)
Encompasses the weather conditions over a large regional area. Beneficial in verifying airport conditions at airports that do not have terminal aerodrome forecasts. Area forecasts are issued 3 times a day (or 4 times for the Caribbean, Alaska, and Hawaii regions).
life cycle of a thunderstorm
1. cumulus stage 2. mature stage 3. dissipating stage
Ground speed
The speed of an aircraft with reference to the surface of the earth
Static port blockage
Airspeed indicator - Shows correct airspeed as long as you maintain the same altitude at which the blockage occurred. At higher altitudes airspeed will indicate lower than it should. At lower altitudes - 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 that case, expect reverse VSI information). When using the alternate static source (a lower static pressure is measured): Airspeed indicator - indicate faster than it should. Altimeter - indicate higher than it should. VSI - momentarily show a climb.
APV
Approach with Vertical Guidance (APV) is a new class of approach procedures that provides vertical guidance, but does not meet ICAO Annex 10 for precision approaches. Sometimes needs supplementation with barometric vertical navigation (Baro-VNAV)
Instrument approach types
Precision (lateral + vertical guidance) -ILS instrument landing system -MLS microwave landing system -PAR precision approach radar -GLS GNSS landing system -TLS transponder landing system Non precision (lateral course guidance_ -Vor -NDB -RNAV/GNSS (lnav minimums) -LOC -LDA -SDF -ASR
VOR receiver checks
VOT +/- 4 Repair station +/- 4 VOR ground checkpoint +/- 4 VOR airborne checkpoint +/- 6 Dual VOR cross-check +/- 4 Above a prominent ground landmark on a selected radial at least 20 NM from a VOR, flying at a "reasonably low altitude" +/- 6
Attitude Heading Reference System (AHRS)
Provides more accurate and reliable attitude and heading data than traditional separate gyro systems.
True airspeed (TAS)
Actual speed you are moving through the air. EAS corrected for nonstandard temperature and pressure
Non-Directional Beacon (NDB)
An L/MF or UHF radio beacon transmitting non-directional signals whereby the pilot of an aircraft equipped with direction-finding equipment can determine their bearing to or from the radio beacon and "home" on or track to or from the station.
Equivalent airspeed (EAS)
Calibrated airspeed corrected for compressibility error
Heading Indicator
- 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 - some HIs are slaved to a magnetic heading source, such as a flux gate, and sync automatically to the correct heading - normally powered by the vacuum system in on GA aircraft
Glide Slope
Width- 1.4 degree Range- typically up to 10NM Slope- 2.5-3.5 degree Errors- False glide slope above normal glide slope
VOR limitations
cone of confusion reverse sensing (if used wrong) line of sight
Area Navigation (RNAV)
A method of navigation which permits aircraft operation on any desired flight path within the coverage of ground- or space-based navigation aids or within the limits of the capability of self-contained aids, or a combination of these.
Calibrated airspeed (CAS)
Indicated airspeed corrector for installation and instrument errors.
Visual Approach
Initiated by either ATC or the Pilot. Requires at least 1000' ceiling and 3SM visibility (IFR under VMC). Pilot must have either the airport or the traffic to follow in sight.
Turn indicators
- operates on the principle of precision - turn coordinators show rate of turn and rate of roll - turn and slip indicators show rate of turn only
Compass Locator
Low-power NDB transmitter (at least 25 Watts and 15NM range) installed together with the OM or the MM on some ILS approaches.
NDB Service Volumes
Compass Locator: 15NM Medium High- MH: 25NM Heigh- H: 50NM Heigh Heigh- HH: 75NM
Section 3
(50 cards)
Graveyard Spiral illusion
As in other illusions, a pilot in a prolonged coordinated, constant rate turn, will have the illusion of not turning An observed loss of altitude during a coordinated constant-rate turn that has ceased stimulating the motion sensing system can create the illusion of being in a descent with the wings level During the recovery to level flight, the pilot will experience the sensation of turning in the opposite direction (leans) The pilot may return the aircraft to its original turn and because it is in a turn, lose altitude Instruments will likely indicate a descent at this point causing the pilot to try to correct for the illusion of a level descent Pilot pulls back on yoke tightening the spiral and increasing loss in altitude
Radiation fog
forms on cool, clear, calm nights when the earth's surface cools rapidly by radiation
Visual System
Our Eyes. Light from the sun is constantly being reflected by everything on Earth. This light enters the eyeball through the cornea, travels through the lens and falls on the photoreceptors of the retina. The two kinds of photoreceptors are rods and cones. Rods are used for night and peripheral vision while cones are used to sense color.
Leans illusion
An abrupt correction of a banked attitude, which has been entered too slowly to stimulate the motion sensing system in the inner ear, can create the illusion of banking in the opposite direction Occurs when the pilot allows a breakdown in the instrument scan The disoriented pilot will roll the aircraft back into its original attitude, or if level flight is maintained, will feel compelled to lean in the perceived vertical plane until this illusion subsides
What is a Simplified Directional Facility (SDF)?
It provides lateral guidance similar to a localizer but less accurate because the course is fixed to either 6° or 12°. The SDF antenna may be offset from the runway centerline but usually not by more than 3°. There is no vertical guidance.
ATIS
Automatic Terminal Information Service
Position Reports
IPTANE Identification Position Time Altitude Next fix and ETA Expected following fix
Induction Icing
ice reducing the amount of air for the engine intake. o Intake ice - Blocks the engine intake. o Carburetor ice - May form due to the steep temperature drop in the carburetor venturi. Typical conditions are outside air temperatures of -7° to 21° C and a high relative humidity (above 80%)
Upslope fog
Fog formed as moist, stable air flows upward over a topographic barrier and cooled down to its dew point by adiabatic cooling
ILS Approach
Glide Slope/Localizer Marker beacons Lights (Approach Lighting System)
Air Data Computer
ADC: a digital computer serving as a central source of information on the surrounding atmosphere and the aircraft flight through it. It provides the pressure altitude, outside air temperature, airspeed, Mach number and angle of attack data to the automatic flight control system, the flight instruments and other systems.
Coriolis Illusion
The illusion of rotation or movement in an entirely different axis, caused by an abrupt head movement, while in a prolonged constant-rate turn that has ceased to stimulate the brain's motion sensing system.
ASOS
Automated Surface Observation System
What is a Localizer Type Directional Aid (LDA)
More precise than an SDF because the course is usually between 3°- 6° just like a localizer (hence, localizer type). An LDA may also provide a glideslope for vertical guidance in some instances. These are published as LDA/Glideslope and are characterized as APVs (approaches with vertical guidance).
ICEFLAGGS
Inversion Coriolis Elevator False horizons Leans Auto kinesis Graveyard Spin Graveyard Spiral Somatogravic
Minimum Sector Altitude (MSA)
The lowest altitude which will provide a minimum clearance of 1000 ft (300 m) above all objects located in an area within a circular sector having a radius of 25 nautical miles (46 km) around a radio navigational aid.
Auto Kinesis illusion
Caused by staring at a single point of light against a dark background for more than a few seconds After a few moments, the light appears to move on its own The disoriented pilot will lose control of the aircraft in attempting to align it with the light To prevent this illusion, focus the eyes on objects at varying distances and avoid fixating on one target Be sure to maintain a normal scan pattern
Climb Gradient
Ratio of the increase in altitude to the horizontal air distance
Vestibular System
The inner ear system composed of 3 semicircular hollow but fluid filled canals arranged in the pitch, roll, and yaw axes. This endolymph fluid inside the canals moves when the head or body moves and displaces tiny hair cells that stimulate nerve impulses. These signals are then sent to the brain and interpreted as motion.
VCOA
Visual Climb Over Airport- A llows the pilot to climb while circling to get to a safe altitude. It is developed if there are obstacles beyond 3sm from the airport that require a climb gradient of more than 200fpnm. It must be conducted in VMC.
GPS modes
Approach Terminal En-route
Ice fog
Occurs in cold weather when temperature is below freezing and water vapor sublimates directly as ice crystals. Same conditions as radiation frog, though colder (-25 deg C or colder).
False Horizon illusion
Occurs when the aviator confuses cloud formations with the horizon or the ground. This illusion occurs when an aviator subconsciously chooses the only reference point available for orientation
What are the components of the ILS?
Guidance Information: Localizer, glide slope Range Information: Marker beacon, Compass Locators, Distance Measuring Equipment (DME) Visual Information: Approach lights, touchdown and centerline lights, runway lights
Minimum Instrument Rating Requirements
1. 50 hours x-country PIC time. -Of which, 10 hours in airplanes. 2. 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 inst. App. At each airport 3. 3 different kinds of approaches using nav. systems -With a filed IFR flight plan -3 hours in last 2 cal. Months prior to the practical test
NEXRAD
An acronym for Next Generation Weather Radar. The main component of NEXRAD is the WSR 88-D, Doppler radar. Updated every 15mins
To recover from a tailplane stall brought on by ice accumulation, the pilot should
Retract the flaps and increase power, but only to compensate for the reduction in lift
Decompression sickness
Inert gasses (mainly nitrogen) are released rapidly from solution in the body tissues and fluids as a result of low barometric pressure. The gasses form bubbles that may harm the body in several ways. The most common result of decompression sickness is joint pain ("the bends") but it can damage other important tissues, including the brain. Decompression sickness is more likely after scuba diving, where the body is subject to higher pressures. Wait at least 12 hours after scuba diving if your flight is up to 8000ft cabin altitude, or 24 hours for higher cabin altitudes.
Discuss the types of fog. Advection, Radiation, Upslope, Precipitation-Induced
Advection: moist warm air moves over colder land or water Radiation: forms on clear nights with little or no wind and only over land Upslope: moist unstable air is cooled as wind pushes it up a slope Precipitation Induced: warm rain falls through cool air. Evaporation from the rain saturates the cool air and fog forms
Somatogravic Illusion
A rapid acceleration, such as experienced during takeoff, stimulates the otolith organs in the same way as tilting the head backwards This action creates the illusion of being in a nose-up attitude, especially in situations without good visual references The disoriented pilot may push the aircraft into a nose-low or dive attitude A rapid deceleration by quick reduction of the throttle(s) can have the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up or stall attitude
VOR Service Volumes
Terminal -1000-12000FT-25NM (Radius) v50 hours x-country PIC time. Low 1000-18000FT-40NM (Radius) High 1000-14500FT-40NM (Radius) 14500-18000FT-100NM (Radius) 18000-45000FT-130NM (Radius) 45000-60000FT-100NM (Radius)
Instrument Icing
structural ice forming over aircraft instruments and sensors, such as pitot and static.
Fog
A cloud that begins within 50ft of the surface. Occurs when the air temperature near the ground reaches its dew point, or when the dew point is raised to the existing temperature by added moisture to the air.
Types of Icing
Structural Instrument Induction
Somatosensory System
The nerves in our skin cells. This is basically "flying by the seat of your pants" or the sensations of motion that we feel in our bodies from acceleration or turning.
Required Navigational Performance
RNP describes the course route width of an RNAV route. The aircraft's total system error must remain bounded to the appropriate level for 95% of the total flight time.
AWOS
Automated Weather Observation System
Dissipating stage
5-7 miles in height Characterized by strong downdrafts and the cell is dying rapidly
Privileges of instrument pilot
Flight in Instrument Meteorological Conditions
Graveyard Spin Illusion
Proper recovery from spin stops stimulating motion system and can stimulate spin in opposite direction Pilot corrections for this illusion could return the aircraft into the original spin
MTA
Minimum Turning Altitude- lowest altitude at which an aircraft can safely turn from one leg of an airway to the next
Steam fog
condensation of water vapor that results when cool air moves over warm water
Advection fog
a fog formed when warm, moist air is blown over a cool surface
Inversion Illusion
The feeling that the aircraft is tumbling backwards, caused by an abrupt change from climb to straight-and-level flight while in situations lacking visual reference.
What are the hazardous attitudes and their antidotes? (RAIIM)
Attitude....................Antidote Resignation............I am not helpless. Antiauthority.........Follow the rules. Impulsivity..............Not so fast, follow the rules. Invulnerability.......It could happen to me. Macho......................Taking risks is foolish.
Low IFR Conditions
Ceiling less than 500 ft and/or visibility less than 1 statute mile.
ADSB
Automatic Dependent Surveillance-Broadcast
Structural Icing
Icing that forms on the external structure of an aircraft. Clear Rime Mixed
Elevator Illusion
The sensation of being in a climb or descent, caused by the kind of abrupt vertical accelerations that result from up- or downdrafts.
What are the body systems that are used to ascertain our orientation and movement in space?
Vestibular Somatosensory Visual
Section 4
(1 card)