INSTRUMENT STUDY GUIDE

Required Equipment and Instruments 91.205 Aircraft Inspections 91.409, 91.411, 91.143, 91.207 Required Documents for Pilot
VFR DAY: AD’s Pilots License
Tachometer VOR (every 30 days) Government issued ID
Oil Pressure Gauge Inspections (100 hr and Annual) Medical Certificate
Manifold Pressure Gauge Altimeter (every 24 months) Proof of Biennial Review
Altimeter Transponder (every 24 months)
Temperature Gauge ELT (every 12 months) (1 hr use or ½ battery life Compass Errors
Oil Temperature Gauge Static System (every 24 months) Variation
Fuel Gauge Deviation
Special VFR 91.157 Magnetic Dip
Flotation Gear
1 SM—Clear of Clouds Oscillation
Landing Gear Position Lights
Pilot is responsible for obstacle clearance North and South Turning Errors
Airspeed Indicator
Only within class B, C, D, and E surface areas Undershoot
Anti-Collision Lights
Sunset to sunrise, must be IFR rated North
Magnetic Compass
and the aircraft IFR equipped Overshoot
E LT
South
S eat Belt and Harness Speed – Indication Errors
IFR: VFR Day & Night (If flight is at night) Acceleration/Deceleration
Position errors: Caused by static port and pitot tube
Generator or Alternator Accelerate
sensing erroneous pressure due to slipstream and
Radio/Nav appropriate for flight North
different pitch/bank and yaw attitude.
Attitude Indicator Decelerate
Compressibility error: Occurs at speeds above about
Ball (Inclinometer) South
200kts, the air start to compress into the pitot tube and
Clock (Second hand or digital) the airspeed indicator reads higher than normal.
Altimeter (pressure sensitive)
Rate of Turn Indicator Types of Altitude
Directional Gyro Indicated (Read off instrument)
DME (Above FL 240) Pressure (Altitude above standard datum plane)
VFR NIGHT: Density (Pressure altitude corrected for non-standard temp)
F Fuses Absolute (Altitude above ground level)
L Landing Light (If for hire) True (Altitude of aircraft above MSL)
A Anti-Collision Lights
P Position Lights (nav lights) Standard Rate Turn = Airspeed/10 + 5 Personal Checklist Before Flight 8-1-1
S Source of Electrical Power Illness
Level off 10% of your VSI
Medication
Airport Lighting -- Aim Chapter 2 Stress
REIL—Runway end identifier lights (flashing strobes) Alcohol
Runway Centerline Lights—White until the last 3000 ft of the runway, when they Fatigue (Chronic, Acute)
begin to alternate with red for the next 2000 ft, and are all red for the last 1000 ft. Emotions
Runway Edge Light Systems—White. IFR runways have amber lights for the last 2000 ft Preflight Action 91.103 and 91.167
or half the runway, whichever is less. This is a caution zone. Ends of runway emit red Notams
light toward the runway to indicated the end of the runway. Wx Report and Forecast
HIRL—High intensity runway lights Know ATC Delays
MIRL—Medium intensity runway lights Runway Lengths
LIRL—Low intensity runway lights Alternative Airport
Taxiway Centerline Lights—Green F uel Requirements
Taxiway Edge Lights--Blue T akeoff and Landing Distances

Light Gun Signals—91.125 Beacons—Aim Ch. 2-1-8

GROUND FLIGHT 24 – 30 flashes per minute
Solid Green Cleared for Takeoff Cleared to Land White/Green—lighted land airport
Flashing Green Cleared to Taxi Return for Landing White/Yellow—lighted water airport
Solid Red STOP Give Way—Continue Circling
Flashing Red Taxi Clear of Runway Airport Unsafe—Do Not Land
Flashing White Return to Starting Point N/A
Alternating Red & Green Exercise Extreme Caution Exercise Extreme Caution
Acknowledge by moving ailerons or rudder in daylight or blinking landing or nav lights at night
Types of Airspeed Time, Speed and Distance to Station
Indicated (Read off instrument) Time to Station = 60 x Minutes Flown
Calibrated (IAS corrected for position and installation error) Degrees of Bearing Change
Equivalent (CAS corrected for adiabatic compressible flow)
True (CAS corrected for non-standard pressure and temp) Distance to Station = TAS x Minutes Flown
Ground (TAS corrected for winds) Degrees of Bearing Change
Note your radial to/from station. If inbound, turn 80° to
Required Aircraft Documents 91.203 Transponder Codes left/right. If outbound, turn 110° to left/right.
Airworthiness Certificate 7500—High-Jacked Set OBS to next 10° radial. When centered, start time.
Registration 7600—Lost Comm Turn 10, Twist 10. When centered, turn inbound/outbound.
Radio Operators License 7700--Emergency
Operating Manual
Weight and Balance

VOR Tests—91.171—Very Good Airman Always Do Bench Tests (Always center needle and note deflection)
VOT ±4° Find locations in AFD, 360° From / 180° To. Id by a series of dots or a continuous tone.
Ground Check ±4° Find locations in AFD, Specific point on airport surface. Tune & ID. Note deflection.
Airborne Check ±6° Find locations in AFD, Specified point @ specified altitude.
Airway Check ±6° Self-made. Centerline of airway marked by visual reference point more than 20NM
from VOR as low as practical
Dual Check 4° Maximum variation. Units independent of each other except for the antenna. Turn both to
same VOR, center needles, note variation.
Bench Test Can be done anytime at avionics shop, should be corrected to zero error.

Intercepting and Tracking VOR Frequency Range—108.0—177.95

Inbound to Inbound (Example: Heading of 360) Transmits Two Radio Signals
Reference Phase Signal—Omni-directional (strobe in 360°)
Variable Phase Signal—Rotates uniformly at 1800 rpm
Receiver measures the phase difference between
170 the peaks of the waves of the 2 signals to determine the
magnetic bearing from the VOR.
Difference between current and desired course=10°
The frequency for a VOT check can be found in the AFD
Double it = 20°
or A/G voice communication on the Low Enroute Chart
No more than 90°
Required Information on VOR Checks—91.171
Outbound to Outbound (Example: Heading of 360) (Dog Poop, Bear Shit)
360 Date, Place, Bearing Error, Signature
300 VOR Deflection is 2° per Dot
Turn to 270 Full Scale is 10° per Side

Inbound to Outbound (Example: Heading of 270)

090 Difference 60°

Turn to Heading 180
120

CLASS HEIGHT (AGL) RANGE

Terminal 1000—12000 ft 25NM
Low 1000—18000 ft 40NM
High 1000—14500 ft 40NM
14500—18000 ft 100NM
18000—FL450 ft 130NM
FL450—FL600 ft 100NM
All distances are line of sight only
 8 Simple Truths to the ADF NDB Service Volumes—190MHZ to 535MHZ
(Automatic Direction Finder instrument paired with NDBs) FACILITY USABLE RANGE POWER
1. Head of the needle always points to the station. Compass Locator 15NM 25 Watts
2. Head of the needle always falls. MH medium homing 25NM 50 Watts
3. Head of the needle always points to the wind. H high homing 50NM 50-1999 Watts
4. Always turn towards the head of the needle HH high homing 75NM 2000 Watts
(even if it is behind you) If less, published in notams or AFD
5. For every degree of aircraft heading change
the head of the needle also changes one degree. NDB Errors
6. Angle of deflection equals angle of correction. Thunderstorm
7. Double the deflection to get on course Night Effect (changes in ionosphere can fade signal or cause
8. MH + RB = MB needle to wander, mostly near dawn or dusk
Other NDBs on the same frequency
Mountains reflect signal
Coastal signal bends when crossing at an angle

Components of an ILS—Only 1 & 2 are needed Localizer antenna and transmitter are located at far end of approach runway. Range
Localizer (horizontal guidance) is 18 NM from antenna. Localizer full scale deflection occurs at approximately 2.5°
Glide Slope (vertical guidance) from the course centerline. (.5° per dot)
Marker Beacons (range) ILS FAP = Glide Slope Intercept
Approach Lights (visual)
DME (distance) Where applicable, no pilot may operate below the Authorized MDA
or continue an approach below the authorized DA/DH unless:
Glide Slope (vertical guidance) (3°) 1. The aircraft is continuously in a position from which a descent
750—1250 ft down the approach end to landing on the intended runway can be made at a normal
250—650 from runway centerline rate of descent using normal maneuvers.
From Threshold 2. Visibility is at or above minimums
1300 ft 1 Dot 14 ft 3. At least one of the following visual references for the intended
1.9 NM 1 Dot 70 ft runway is distinctly visible and identifiable to the pilot
5.6NM 1 Dot 210 ft a. Approach Light System Visible (100 ft TDZE)
.7° from top and bottom of glide slope b. Threshold (Marking, Lights)
1.4° total vertical guidance (depth) c. Touchdown Zone (Marking, Lights)
Transmitter 750 ft to 1250 ft from approach end of the d. Runway (Markings, Lights)
runway. e. VASI, PAPI
Range is normally 10 miles
DA = Precision Approach ATC Clearance and Flight Plan Required 91.173
@ decision altitude—go around No person may operate and aircraft in controlled airspace under IFR unless that person has:
1. Filed an IFR Flight Plan and
Localizer Antennae Coverage 2. Received and appropriate ATC clearance
108.10mhz to 111.95mhz (odd tenths)
10° @ 18NM Descent to MDA—10,10, cleared
35° @ 10NM 2 Variations of Localizers Cleared for the Approach
90 hz on left side SDF (simplified direction facility) Within the Prescribed Distance
150 hz on right side Fixed @ 6° or 12° Positive Course Guidance (10° for VOR)
From Threshold May or may not be aligned w/
1300 ft 1 Dot 215ft MDA—Non-Precision
runway for obstacles
1.9NM 1 Dot 355 ft Level Off—Do Not Descend
LDA (localizer type direction aid)
5.6NM 1 Dot 775 ft 4° or 6° (normally 5° to provide a linear DME Uses Interrogation Signals
2.5° on left and right side width of 700 ft @ Threshold Useful up to 99 NM
5° total horizontal guidance Never aligned with runway Error Greatest Above Station
Measures Slant Range Distance
MARKER CODE LIGHT SOUND LOCATION
Localizer FAP = Maltese Cross
OM ___ Blue 400 Hz, 2 Dashes per Sec 4-7 Miles from Threshold
MM ._._._ Amber 1300 Hz, Alternate Dot, Dash 3500 ft from Runway Transponder uses interrogation
IM …. White 3000 Hz, Only Dots Between MM and Threshold signals for altitude
BC .. .. White 3000 Hz, Dots with Space No Specific Distance
 Holding Types 5 Ts for Holding
VOR, NDB, DME, Localizer, Intersection & Waypoint Time (crossing holding fix)
Turn (direction of turn)
Twist (OBS to abeam/inbound radial)
Throttle (adjust power to required speed)
Talk (report crossing the fix with altitude)

Hold Leg Lengths Holding Speeds

14000 ft and Below 1 Minute Inbound 6000 ft or less 200kts
14001 ft and Above 1 ½ Minutes Inbound 6001 ft to 14000 ft 230kts
Above 14000 ft 265kts
See Aim Ch. 5 for Exceptions

Standard pattern: right turns (Illustrated)

Non-standard pattern: left turns

GPS—3 Basic Components

1. Constellation of 24 satellites orbiting the earth every 12 hrs in 6 orbital planes
2. Satellite control ground network for orbital accuracy and control
3. Navigation receiver in airplane
Typically guarantees at least 5 satellites are in view and usable at any one time from any position of earth
Receiver uses data from a minimum of 4 satellites
Receiver verifies integrity through RAIM (Receiver Autonomous Integrity Monitoring) to determine if satellite
signal is corrupted, however, RAIM only works using signal from 5 different satellites or 4 satellites
and a barometric altimeter (baro-aiding)
Without RAIM capability the pilot has no insurance of the accuracy of the GPS position.
For IFR, the GPS database must be up to date.

Aircraft Approach Categories and Circling Approach Areas for Each Category 5-4-17/18 Procedure Turn Limitations
Calculated by 1.3 x Vso at Maximum Weight Turn on depicted side
Approach Speeds for Instument Approaches Follow depicted altitudes
Max distance from airport for circle-to-land Remain within dictated specified time of fix
CAT A 0—90kts 1.3 miles Max speed 200kts
CAT B 91—120kts 1.5 miles
CAT C 121—140kts 1.7 miles No Procedure Turn Allowed 91.175—5-4-8
CAT D 141—165kts 2.3 miles Straight In
CAT E ≥165kts 4.5 miles Hold in Lieu of
If pilot flies CAT A aircraft but makes an approach at CAT B speeds, Arc (DME)
the pilot must use CAT B minimums, but the reverse is NOT true Radar Vectored
P No PT on Chart
V=Visual Descent Point Navaid on Field—Outbound for 2 Minutes T eardrop Entry
If runway is visible here, Navaid off Field—Outbound for 1 Minute Timed Entry
can descend 100 fl below MDA
Instrument Rating Required 61.3, 91.157
1. Under IFR
Calculating your VDP (Visual Descent Point 2. In IMC
VDP is point on final approach course of a non-precision 3. In Class A Airspace
approach from which normal descent from MDA 4. Special VFR in Class B, C, D and E
to runway touchdown point may be commenced provided (Between sunset and sunrise)
approach minimums are met. Most pilots use a 3° glide
Clearance Order 4-4-3
path for landing which corresponds to 300 ft/NM descent.
Clearance Limit (dest. airport or fix, may include DP
To find your VDP, take your HAT at the MDA and divide
Route of Flight (initial heading)
it by 300 to obtain your VDP in NM from the runway.
Altitude (initial, then possibly ―expect after __ minutes‖)
Frequency
Transponder Squawk Code
DME Arc Clearance Void Time 5-2-4
1. Lead the turn to the arc by (each 90 kts g/s ½ to ¾ NM A way for a pilot at an uncontrolled field to receive a
2. Center CDI with a TO indication clearance when IFR conditions exist.
3. Turn OBS to next 10° radial All other IFR traffic To/From airport will be suspended
4. Turn 90°, position on the OBS until aircraft has contacted ATC or 30 mins after void time.
5. Each time the needle centers, turn 10°, twist 10° Call FSS to request void time
6. If outside the arc, turn 20°, twist 10° Cleared into controlled airspace and after 30 mins
7. If inside the arc, DON’T turn, twist 10° if ATC has not been contacted, the aircraft is considered overdue.

Position Report 5-3-2 Recency of Experience 61.57

I Identification 6 Past 6 Months
P Position 6 Must have logged under actual or simulated IFR,
T Time at least 6 instrument approaches, including
A Altitude or Flight Level H Holding Procedures
T Type of Flight Plan I Intercepting, and
E ETA and name of next reporting point T Tracking
N Name of next reporting point along route Next six months may be accomplished with an
R Remarks appropriately rated safety pilot. Following six months
(12 months after currency ends), must take an IPC
Mandatory Reports to ATC
D Deviations from Clearance 91.123 5000 Minimum Altitude Minimum Safe Altitude (MSA)
R Requested 91.183 ____ Used during lost comm or disorientation
U Unforecast Weather 91.183 5000 Maximum Altitude 1000 ft obst clear, but not gaur. Nav coverage
M Malfuctions 91.187 ____
S Safety of Flight 91.183 5000 Mandatory Altitude Malfunction Reports 91.187 (IDEA)
Identification
Other Reports to ATC Degree of impairment to not operate IFR
Assigned, Requested or Required by Chart (required 91.183) Equipment affected
Missed Approach and Intentions (recommended 5-3-3) Assistance desired from ATC
Airspeed changes of 10KIAS or 5% (whichever is greater), (recommended 5-3-3)
Reaching a Clearance Limit (recommended 5-3-3)
Vacating an Altitude (recommended 5-3-3)
ETA Changes of 3 Minutes or More (non-radar)
Leaving a Clearance Limit (recommended 5-3-3)
Outer Marker Inbound (non-radar)
Un-forecast Weather (required 91.183)
Safety of Flight (required 91.183)
Deviations (required 91.123) IFR Fuel Reserve
VFR-On-Top Altitude Changes (recommended 5-3-3) 45 Minutes Day or Night
Final Approach Fix Inbound (non-radar) (In Addition To Alternate)
Radio/Nav Failures (required 91.183)
500 Unable to Maintain 500 ft/min Climb or Descent Rate (recommended 5-3-3)

3 Ways to Cancel at an Uncontrolled Airport

ATC in the air
ATC in the ground
FSS

Filing For an Alternate—91.169

1 hr Before or 1 hr After Arrival Time
2000 ft Ceiling
3 SM Visibility
 Approach Segments Planning a Route
Transition—Enroute phase to the IAF, usually a feeder route 1. Look at departure destination
Initial—commences at IAF and includes outbound leg and procedure turn inbound 2. Look at AFD for preferred IFR routes
Intermediate—Procedure turn inbound to FAF 3. True course / Wind correction
Final—FAF to MAP 4. Change to magnetic
Missed—MAP to MAF @ prescribed altitude 5. Calculate distance, time and fuel
6. File
Approach Checklist Approach Brief
Wx (Atis) A Approach Brief Approach Plates
Instruments (Compass, HI, Engine Ins.) M Marker Beacon (test and on low) Header (briefing strip)
Radios I Identify Navaids/Approach Charts Plan View (drawn to scale)
Left to Right on Audio Panel C Course Profile View (not to scale)
Test Button E Entry Type—Full, Vectored Landing Minimums (alt, vis, etc.)
Marker Button A Altitudes
Comm 1—Approach and Tower T Time Final Approach Checklist
Comm 2—Ground and Atis M Missed Approach Procedure Talk ½ mile before FAF
Nav 1—Tune, Identify and Set S Stack Check Tire ½ mile before FAF
Nav 2—Tune, Identify and Set A Atis Time Start Timer
ADF—Tune, Identify P Pre-Landing Checklist Twist OBS
DME—Tune, Identify Turn To Heading
GPS—Set Up and RAIM Airways longer than 102mi are wider in the middle Throttle Reduce
Environment (Brief Approach) 4.5° from each end 1800—90kts
Landing Checklist (Once Cleared) 18‖—100kts
Final Approach Checklist Ten Degrees Flaps

Contact Approach—5-4-22
1SM—COC—IFR Flight Plan
Must reasonably expect to continue to the destination in these conditions
Must have instrument approach procedure at airport
Must be requested by the pilot and authorized by ATC
Must be familiar with area and current weather
IAF Not an IAF
Visual Approach—5-4-20
3SM—COC—1000 ft Ceiling—IFR Flight Plan
Must have either the preceding aircraft or the airport in sight
EFC Time Hold Until EFC Hold Until EFC
Must have ATC authorization (can be assigned be ATC) Received Then Shoot Go To IAF
Approach Hold Until ETA
Brown Airports on Enroute Charts—Uncontrolled
Blue Airports—No Instrument Approach Available No EFC Time Hold Until ETA Immediately
Green Airports--@ least 1 Instrument Approach Received Then Begin Leave Clearance
Approach Limit. Hold Until
ETA
Lost Communications 91.185
TROUBLESHOOT!!! SQUAWK 7600
If VFR or find VFR, remain VFR and land
as soon as possible
COURSE (In Order)
A Assigned
L = PILOT CONTROLLED LIGHTING V Vectored
E Expected
T = NON-STANDARD TAKEOFF MINIMUMS F Filed
Standard Takeoff Minimums: 91.175 ALTITUDE
2 Engines—1SM Visibility M Minimum IFR Altitude
More than 2 Engines—1/2 mi Vis (MEA, MORA, MOCA, MCA)
A = NON-STANDARD ALTERNATE MINIMUMS E Expected
A Assigned
Standard Alternate Minimums
Precision—600—2
Non-Precision—800—2
MEA Minimum reroute altitude, the lowest published altitude between radio fixes that meets obstacle clearance requirements
and assures acceptable navigational signal coverage

MOCA Minimum obstacle clearance altitude, the lowest published altitude in effect between radio fixes on VOR airways,
off airways routes, or route segments which meets obstacle clearance requirements and assures navigational coverage
within 22 miles of VOR (shown by a star below MEA)

MAA Maximum authorized altitude, the maximum usable altitude/flight level for an airspace structure or route segment.

MCA Minimum crossing altitude, the lowest altitude at certain fixes at which an aircraft must cross when proceeding in the
direction of a higher minimum rerouted IFR altitude.

MORA Minimum off route altitude, provides known obstacle clearance within 10 NM of the route centerline (does not
guarantee navaid or comm. Reception)

Grid MORA Provides terrain and manmade structure clearance within the section outline by the lat/long lines.

Route MORA Provides reference point clearance within 10 NM of route centerline and end fixes

MRA Minimum reception altitude, the lowest altitude at which an intersection can be determined

MSA Minimum safe altitude, altitude depicted on an instrument approach plate, which provides 1,000 ft obstacle clearance
within 25NM of depicted Navaids. Doesn’t guarantee navaid reception

MVA Minimum vectoring altitude, the lowest altitude at which an aircraft will be vectored by an air traffic controller.

MHA Minimum holding altitude, lowest altitude prescribed for a holding pattern assuring navaid signal coverage,
Communication and obstacle clearance requirement

REIL Runway End Identifier Lights

PAPI Precision Approach Path Indicator

VASI Visual Approach Slope Indicator

DP Departure Procedure. A pre-planned instrument flight rule (IFR) air traffic control departure procedure printed for pilot
use in graphic and/or textual form. DPs provide transition from the terminal to the appropriate en route structure

STAR Standard Arrival Route. A pre-planned 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.

IAP Instrument Approach Procedure. A series of predetermined maneuvers for the orderly transfer of an aircraft under
instrument flight conditions from the beginning of the initial approach to a landing or to a point from which a landing
may be made visually. It is prescribed and approved for a specific airport by a competent authority.

IAF Initial Approach Fix. The fix depicted on instrument approach procedure charts that identify the beginning of the initial
approach segment(s).

INITIAL APPROACH Initial approach is the segment between the initial approach fix and the intermediate fix or the point
where the aircraft is established on the intermediate course or final approach course.

IF Intermediate Fix The fix that identifies the beginning of the intermediate approach segment of an instrument approach
procedure. This fix is not normally identified on the instrument approach chart as an intermediate fix (IF).

INTERMEDIATE APPROACH Intermediate approach is the segment between the intermediate fix or point and the final
approach fix or point. (An intermediate segment does not exist for every approach).
FAP Final Approach Point The Point, applicable only to a non-precision approach with no depicted FAF
(such as an on-airport VOR); where the aircraft is established inbound on the final approach course from the procedure turn
and where the final approach descent may be commenced. The FAP serves as the FAF and identifies the beginning of the final
approach segment.

FINAL APPROACH Final approach is the segment between the final approach fix or point and the runway, airport or missed
approach point.

FAF Final Approach Fix The fix from which the final approach (IFR) to an airport is executed and which identifies the
beginning of the final approach segment.

Non-precision Approaches: Identified by a Maltese Cross symbol on both Jeppesen and NACO charts.

FAF Final Approach Fix: Precision Approaches: Published glideslope/path intercept altitude or when ATC directs a
lower than-published glideslope/path intercept altitude it is the resultant actual point of glideslope/path intercept.

MAP Missed Approach Point: A point prescribed in each instrument approach procedure at which a missed approach procedure
shall be executed if the required visual reference does not exist.

MISSED APPROACH Missed approach is the segment between the missed approach point or the point of arrival at decision
height and the missed approach fix at the prescribed altitude.

MAP Missed Approach Point. A point prescribed in each instrument approach procedure at which a missed approach procedure
shall be executed if the required visual reference does not exist.

EXECUTE MISSED APPROACH WHEN: Upon arrival at the MAP, the aircraft is not in a position to be maneuvered normally
to a landing, or the required visual reference does not exist or The aircraft is below the MDA or DH and the aircraft
is no longer in a position to be maneuvered normally to a landing, or the required visual reference is lost or During
Circle-to-land, visual reference to the airport is lost (unless the loss is due to normal banking of the aircraft). Or
Instructed to do so by ATC

PROCEDURE TURN The procedure prescribed when it is necessary to reverse direction to establish the aircraft inbound
on an intermediate or final approach course.

TDZ Touchdown Zone. The first 3000 feet of the runway beginning at the threshold. The area is used for determination
of touchdown zone elevation in the development of straight-in landing minimums for instrument approaches.

TDZE Touchdown Zone Elevation. The highest elevation in the first 3000 feet of the landing surface. TDZE is indicated
on the instrument approach procedure chart when straight-in landing minimums are authorized.

HAT Height Above Touchdown: The height of various checkpoints above the highest runway elevation in the touchdown
zone during an approach. These may be step-down altitudes, locater/outer marker crossing height, middle marker crossing
height, decision height or minimum descent altitude.

TCH Threshold Crossing Height. The theoretical height above the runway threshold at which the aircraft's glideslope antenna
or VNAV flight-path generator would be if the aircraft maintains the trajectory established by the mean ILS glideslope,
MLS glidepath or VNAV descent angle.

DH Decision Height: With respect to the operation of aircraft, means the height at which a decision must be made during
an ILS, MLS, LNAV/VNAV, LPV or PAR instrument approach to either continue the approach or to execute a missed
approach.

DA Decision Altitude: The lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final
approach, in execution of an electronically generated glide-slope or glide-path.
Note 1: Decision Altitude (DA) is referenced to mean sea level (MSL) and Decision Height (DH) is referenced to the
Touchdown Zone Elevation (TDZE).
Note 2: The required visual reference means that section of the visual aids or of the approach area which should have
been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change
 of position, in relation to the desired flight path.

MDA Minimum Descent Altitude: The lowest altitude, expressed in feet above mean sea level, to which descent is authorized
on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure where
no electronic glideslope is provided.

HAA Height Above Airport. The height of the Minimum Descent Altitude above the published airport elevation (highest point
on any useable runway surface) published in conjunction with circling minimums.

FAR 91.175 Conditions necessary to continue below DA or MDA

• The aircraft is continuously in a position to land at a normal rate of descent using normal maneuvers.
• The flight visibility is not less than prescribed for the IAP. And
• At least one of the following visual references:
• The airport approach light system
• The threshold, threshold markings or threshold lights.
• The touchdown zone, touchdown zone markings or touchdown zone lights. • The runway,
runway markings or runway lights.
• The runway end identifier lights (REIL).
• The Visual Approach Slope Indicator (VASI).

RADAR INSTRUMENT APPROACHES

ASR - Airport Surveillance Radar
PAR - Precision Approach Radar

ASR Surveillance Approach: A radar guided instrument approach wherein the air traffic controller issues instructions,
for pilot compliance, based on aircraft position in relation to the final approach course (azimuth), and the distance
(range) from the end of the runway as displayed on the controller's radar scope.

CVFP Charted Visual Flight Procedure Approach An approach conducted on an instrument flight rules (IFR) flight plan
which authorizes the pilot of an aircraft under radar control to proceed visually and clear of clouds to the airport
via visual landmarks and other information depicted on a charted visual flight procedure.

Who can be a safety pilot?

Any appropriately rated pilot with at least private pilot license (same category and class)

What is legally considered instrument light time?

Flight solely by reference to the instruments

What is the standard take-off procedure?

Climb to 400 feet before turning
Based on climb rate of 200 feet/NM
Crossing the end of the runway at least 35 feet AGL
Minimum obstacle clearance gradient of 48 feet/NM is provided
IFR departure procedures are published in sections C & D (NACO Charts)

How frequently should you check your altimeter setting?

Set to a station within 100NM of your location

When can you cancel an IFRflight plan? (AIM 5-1-13)

Fly – VFR conditions
Ground

What is the maximum holding speed for reciprocation engine airplanes, and when are you expected to effect the speed reduction?
175 KIAS
Within 3 minutes of reaching the fix
What procedure do you follow when you have diverted from your destination and your alternate has hone below alternate minimums?
Continue unless minimums have gone below applicable minimums for the approach
Request a different another if possible

How wide is a victor airway?

4 NM each side of centerline up to 51 NM from the VOR
Airways increase in width more than 51 NM from the VOR at an angle of 4.5° from centerline

What is a cruise clearance?

Allows pilot to select any altitude between minimum IFR altitude (MEA) and assigned altitude
After reporting leaving an altitude, you cannot go back to that altitude
Any approach can be used to land at the destination

How often are the Enroute charts and approach plates revised?
56 days

What is the primary difference between a precision and non-precision approach?

Precision provides vertical guidance (glideslope information)

What is meant by the term ―cleared for the option‖ when issued in approach clearance?
Stop and go, touch and go, full stop, low-approach are all authorized. Used primarily in a training environment
Published missed approach procedures are not to be carried out, climb out instructions should be followed if a missed
approach occurs

What is a compass locator?

NDB is co-located with the outer marker

What is ASR, PAR, and no-gyro approach?

ASR—Airport Surveillance Radar (azimuth guidance and suggested altitudes)
PAR—Precision Approach Radar (azimuth and vertical guidance)
No-gyro—Radar guidance in the form of turn information (use standard rate turns unless on final, in which case use
half-standard rate turns

What do the terms VOR—A and VOR—B mean on the approach plate margin?
Approaches are not aligned within 30° of the runway. They are circling approaches

Explain a step-down fix?

Fix at which a descent to another altitude is allowed. Only one step-down fix after the FAF is allowed.
It must be identified by DME

Does an aircraft on an instrument flight plan making an instrument approach in VFR conditions have the right of way
or priority over other VFR traffic?
NO

When reporting missed approach, what procedure do you follow and what information do you give?
Establish aircraft in climb and set up for the missed approach course. Inform ATC

When will radar be used to assist an instrument approach?

When radar is required on the approach plate and to expedited traffic

Where is the missed approach executed when the navaid (VOR or NDB) is on the field? How do you time the approach?
At station passage
No time is required since you wouldn’t be shooting the approach if the navaid was out!

What is the maximum recommended allowable altimeter error for IFR?

±75 ft from field elevation
What is the maximum recommended allowable precision error DG for IFR flight?
3° in 5 minutes

What are the allowable errors for the attitude indicator, and how much time is allowed for the gyro to stabilize?
5° in turn while taxiing, and stabilized within 5 minutes

Does it matter where a VOT check is performed? Can it be done in the air?
VOT check can be performed only as published in the A/FD whether as a ground or airborne checkpoint

When the approach controller says, ―Turn left heading 230, expect ILS 5 approach,‖ and two-way communication failure
is experienced, what is your next action?
Proceed direct to the IAF and complete the full approach if IMC

What is the procedure for timing the outbound leg of a holding pattern when holding at a VOR, NDB or an Intersection?
VOR—Flag change TO – FROM
NDB—Needle is perpendicular to the inbound holding course

Explain the procedures for entering a holding pattern? (AIM 5-3-7)

1. Parallel
a. Fly to the fix
b. Turn outbound heading parallel to the inbound course (1 minute)
c. Turn in the direction of the holding side (opposite to the instructions by ATC). Through more than 180°
i. Inbound leg and re-intercept it from the holding side
d. On reaching fix, turn to follow the holding pattern
2. Tear Drop
a. Fly to the fix
b. Turn to a heading for 30° teardrop, to make good a track within the pattern (on the holing side)
i. At 30° to the reciprocal of the inbound leg (1 minute)
c. Turn in the direction (opposite to the instructions by ATC) of the holding pattern to intercept the inbound leg
d. On reaching fix, turn to follow the holding pattern
3. Direct
a. Fly to the fix
b. Turn to follow the holding pattern

What is the maximum altitude you can fly in reference to the instrument low altitude Enroute charts?
Chart is good up to 17,999 ft, and highest cruising altitude would be 17,000 ft

What are the AGL altitudes on the approach plates?

HAT, HAA, TCH

Explain the sensing on the ILS, front and back course, inbound and outbound?
HIS—No difference if set to Front Course
With and OBS

FRONT COURSE—When tracking localizer

Inbound—Direct sensing occurs
Outbound—Reverse sensing occurs
BACK COURSE—When track localizer (No Glideslope)
Inbound—Reverse sensing occurs
Outbound—Direct sensing occurs
*When using cardinal headings, there is no reverse sensing. The needle will point to the opposite way to turn (left/right)
but will point in the correct CARDINAL DIRECTION as long as the OBS is set to the front course

How would you correct for fly up or fly down error while on an ILS approach?
Fly towards the needle with specific heading corrections for WCA
Pitch—for glidepath
Power—for airspeed
What is the FAF on a precision approach?
Glideslope interception

Explain the term ―straight in‖ versus ―circling minimums‖?

Straight-in minimums require the runway to be aligned within 30°; otherwise circling minimums will be shown

What is Tower Enroute Control (TEC) (AIM 4-1-18)

Applies to non-turbojet aircraft below 10,000 ft and flights less than 2 hours. Tower Enroute Control (TEC) information
can be found in the A/FD when applicable in your area. It allows a pilot to fly IFR from one point to another without
leaving approach control airspace (Orlando Exec. Direct to Sanford)

What is a timed approach?

Occurs when busy at airports to expedite traffic. The following are requirements for timed approaches:
Control tower must be in operation
Direct communications are maintained between the pilot and the center or approach controller until
pilot is instructed to contact the tower
If more than on missed approach, none required at course reversal
If only one missed approach procedure, no course reversal and visibility and ceiling are above prescribed circling minimums
No procedure turn is authorized when cleared for approach

What is side-step maneuver, and why would you have to do such a maneuver?
Landing on a parallel runway after using an approach for a different runway
Begin side-step ASAP after runway environment is in sight
The runway must be within 1,200 feet of the parallel runway
Landing minimums will be higher than the primary runway, but normally lower than circling minimums

You are on a circling approach and have started your circling maneuver when you suddenly lose sight of the runway environment.
How do you execute your missed approach?
Climb toward the airport, then continue with the messed approach procedure

What is a Visual Descent Point?

Visual reference on a non-precision approach that aids the pilot in decision making on whether or not to descent below the MDA
Normal descent to landing if runway is in sight on the stated glidepath from the FAF

What can you use as substitutions for inoperable components on an ILS approach?
Middle Marker—PAR or Compass Locator
Outer Marker—PAR, ASR, NDB, VOR, DME

How can you tell the difference between a spin and a steep spiral by reference to the instruments?
Spin—Airspeed is near zero
Steep Spiral—Airspeed is rising

Is an alternate static source required for IFR flight?

Only when flying for hire

Explain ―VFR –on-top‖ clearance (AIM 5-5-13)

Fly at appropriate VFR altitude, comply with VFR visibility and cloud separation criteria
Comply with all other IFR regulations

What is TDZL? (AIM 2-1-5)

Touchdown Zone Lights (TDZL)
Bright white lights either side of the runway centerline in the touchdown zone
From 100 feet from the landing threshold to 3000 feet or the half-way point along the runway, which ever is least

What is RCLS? (AIM 2-1-5)

Runway Centerline Lighting System (RCLS):
Flush center line at 50 feet interval in from the landing threshold to within 75 feet of the stopping end
 Colors:
White initial 3000 feet from the landing threshold
Alternating red/white for last 3000 – 1000 feet
Red for the last 1000 feet

What requires immediate notification to the NTSB?

An accident or any of the following incidents:
Flight control system malfunction
Injury or sickness of flight crew member
Failure of structural components of turbine engine, excluding in compressor or blades
In-flight fire
Collision in flight
$25,000 damage to property to other aircraft
Aircraft overdue and believed to have been involve in accident

What follow-up reports are required by the NTSB?

Accident—within 10 days
Incident—If requested
Missing Aircraft—within 7 days

What is a profile descent?

Uninterrupted descent from cruising altitude to interception of the glideslope or to minimum altitude for approach
segment of non-precision approach

What are standard IFR separations?

Within 40 NM of a radar = 3 NM separation
More than 40 NM = 5 NM separation

What are the altimeter setting procedures?

18,000 feet MSL and above: 29.92‖ HG
Below 18,000 feet MSL
Less than 31.00‖ HG—Set to the current report altimeter setting of a station along the route and within
100 NM of the aircraft
Above 31.00‖ HG—Then set 31.00‖ HG and consult the NOTAM procedures

What is the ―ADIZ‖ and what is required to pass through it?

Air Defense Identification Zone (ADIZ) Requirements include:
A flight plan: IFR or DVFR (Defense VFR)
Two-way radios
Operating transponder
Position reports

Who must have an ELT?

All aircraft except:
Jets
Scheduled flights
Training flights within 50 NM of home airport
Design and testing
New aircraft
Single seat aircraft
Aircraft certified by Administrator for research and development purposes

What is Warning area? (AIM 3-4-4)

Airspace of defined dimensions extending from 3 NM outward from the coast of the U.S. containing activity that may
be hazardous to nonparticipating aircraft. You can enter it, just realize the potential dangers.
Which reports do you have to make to ATC without a request when in radar contact?
At All Times
A—Altitude; when leaving an assigned altitude
C—Climb 500 ft/min., when unable to climb or descend at this rate
M—Missed Approach
E—Equipment; Loss of communication and/or navigation equipment
W—Weather; not forecasted or hazardous
A—Airspeed 5% or 10 knots; when true airspeed differs from what was filed by this amount
S—Safety of the flight; related information
H—Holding; upon reaching or leaving an assigned holding fix—report time and altitude
When not in radar contact? (AIM 5-3-3)
Non-Radar Contact:
Compulsory reporting point
Outer Marker, precision approach
FAF inbound, non-precision approach
Flight plan points that define the route id flight is direct off-airway
Error in excess of 3 minutes as to estimate given to ATC

What is Minimum Safe Altitude (MSA) for IFR conditions?

Altitude depicted on approach plates which provide 1000 feet of obstacle for emergency use, usually a 25 mile radius.
Navigational signal coverage is not guaranteed

When are you required to have a Mode C transponder? (AIM 4-1-19)

All aircraft in Class A, Class B, Class C
Within the 30 NM Mode C ring around Class B
All airspace above 10,000 feet MSL
Excluding the airspace at and below 2,500 feet above the surface
Should be on at all times in controlled airspace (Class A, B, C, D, E)

Explain in detail the lost communication procedure with regard to altitude, routes and holding? (FAR 91.185)
1. Attempt contact—On previous assigned frequency or with a FSS
2. Monitor—NAVAID the voice feature (cell phone)
3. Transponder—Set Transponder 7600 Code
IFR Flight Plan / VFR Conditions
1. Maintain VFR conditions
2. Land soon as practical
3. Notify ATC after landing
IFR Flight Plan / IFR Conditions
R—ROUTE (AVEF)
A—Assigned (Last ATC Clearance)
V—Vector
E—Expected Further Clearance
F—Filed (Flight Plan)
A—ALTITUDE HIGHEST (MEA)
M—Minimum Enroute Altitude
E—Expected Further Clearance
A—Assigned Last ATC Clearance
T—TIME (ETA)
On time—land
Early—hold
1. Is the fix an IAF?
Early? Wait for EFC time or ETA and start the approach
Late? Start the approach immediately
2. The fix not an IAF?
EFC Given? Leave the fix at the EFC time and fly to IAF for approach
Late? Go to the IAF for the approach and do same as (1) above
If Enroute to your destination you lost your communication completely, and upon arrival at the airport you were forced to
execute a missed approach, what would your next action be?
Go to alternate immediately. ATC will clear the airport area for 30 minutes thus shooting multiple approaches or holding
will create a problem for ATC.