DR-KNOW / IQ-2k Information Services
TEST NOTES - IFR
(instrument rating)
by: Todd Wheatley
(c) IQ-2k (Apr.2007)
STUDY GUIDE FOR IFR WRITTEN & PRACTICAL (oral) EXAMINATIONS
Section I :
FLIGHT INSTRUMENTS & INSTRUMENT FLIGHT
-- Instruments Required, Tests & Inspections
-- Instrument Errors
-- Pre-start / Taxi Checks
-- Primary / Supporting Instruments
-- Partial Panel
-- Unusual Attitudes
--------------------------------------
Section II :
NAVIGATION
-- Equipment Function/Limitation
DEPARTURE - ENROUTE - ARRIVAL
-- Charts & Procedures
-- Holding
APPROACH
-- Equipment Function/Limitation
-- Charts & Procedures
-- Missed Approach
--------------------------------------
Section III :
COMMUNICATIONS
-- ATC / FSS
-- Clearances
-- Emergencies & Lost Comm.
--------------------------------------
Section IV :
FLIGHT PLANNING
-- &
-- NOTAMS
-- A/FD & Airport Environment
WEATHER
-- Definitions
-- Winds
-- Clouds
-- Charts
--------------------------------------
Section V :
Spatial Disorientation
Visual Illusions
--------------------------------------
APPENDIX
--------
TIME // DISTANCE // ALTITUDE // AIRSPEED // CEILING & VIZ
Equations
Checkride Brief
NOTE> due to typewriter/keyboard limitations a ^ is used for a degree
symbol in place of a superscript o notation.
FLIGHT INSTRUMENTS
------------------
<< Instruments Required, Tests & Inspections >>
-----------------------------------------
Instruments Required for IFR Flight -- FAR 91.205(d)
G R A B C A R D
G enerator (or alternator)
R adio (2-way communications system)
A ltimeter (sensitive altimeter)
B all (slip-skid indicator ... see rate-of turn
C lock (w/ hrs.-min.-sec.)
A ttitude indicator (AI -- gyroscopic pitch/bank indicator)
R ate-of-turn indicator (gyro. turn coordinator - turn-slip indicator)
D irection indicator (DG -- directional gyro)
The 8 instruments shown are required above and beyond those required
for VFR flight ... need a reminder ?
Instruments Required for VFR flight -- FAR 91.205(b)
- magnetic compass
- airspeed indicator
- fuel gauge (for each tank)
- oil pressure gauge (for each engine)
- oil temp. gauge (for each engine)
- tachometer (for each engine)
- manifold pressure gauge (as applicable for each engine)
- landing gear position indicator (as applicable)
Instrument Tests & Inspections -- 91.409, 91.411, 91.413
PITOT STATIC system check -------------- 24 MONTHS
TRANSPONDER equipment check ----------- 24 MONTHS
VOR check (accuracy reqmt) ------------- 30 DAYS
ELT ------------------------------------- 12 MONTHS
VOR equipment check
1> +/- 6^ airborne check
2> +/- 4^ ground check
3> +/- 4^ VOT check
4> no more than 4^ difference between VORs for dual VOR
equipped aircraft
* VOT signal gives a 0^ (360^) FROM or 180^ TO indication in all
directions.
Airborne VOR checks should be made over ground check points located no
more than 20nm from the VOR.
<< Instrument Errors >>
Airspeed Indicator --- 1> At high angle of attack airspeed will read
lower than actual. 2> At high altitude and
high speed, compression ahead of the pitot tube will cause the
airspeed to read higher than actual. 3> If pitot tube & drain
hole blocked (static open) airspeed indicator will act like an
altimeter. 4> With the static port blocked (pitot tube & drain
open) airspeed indicator will read correctly only at the
altitude in which the static port became blocked. At higher
altitudes CAS will be lower than actual and vise-versa for lower
altitudes.
Altimeter ------------ 1> Altimeter reads lower than actual in warm
air and higher than actual in cold -- warm or
cold in relation to the standard temperature (15^c). 2> Flying
from an area of high pressure to low pressure - "High to Low
Lookout Below" - i.e. altimeter reads higher than actual ; the
same as flying from hot climates to cold. 3> If the static port
is blocked the altimeter freezes at current altitude.
Magnetic Compass ---- 1> NOTE... compass placard ... is installed to
annotate compass errors due to mounting and
magnetic interference. 2> Turning Error -- NOTE... acronyms
O.S.U.N. -- overshoot south / undershoot north
A.N.D.S. -- acclerate north / decelerate south
The 1st acroynm OSUN, denotes the action you should take when
rolling out on southerly or northerly headings; i.e. rollout on
a heading greater than desired for a south heading. The 2nd,
ANDS, indicates the tendency of the compas to swing during an
acceleration or deceleration. 3> The compass will initially
swing in the opposite direction when starting a turn from a
northerly heading.
<< Pre-start / Taxi Checks >> -- With master switch OFF check OFF
FLAGs on gyro-instruments
Attitude Indicator ---- 1> the horizontal bar should stabilize within
5 min. following engine start. 2> no more
than 5^ tilt during taxi turns.
Magnetic Compass ----- 1> full of fluid & has correction placard.
2> swings freely & indicates known headings.
Altimeter ------------- set to current settings should read within
75 ft. of the actual elevation.
Turn/Bank Indicator -- 1> prior to engine start the ball moves freely
when the plane is rocked. 2> during taxi the
ball moves opposite the direction of the turn & the bank
indicator.
Heading Indicator ----- Align with compass after start should have 3^
or less precession in 15 min.
-------------------------- see.also... Control & Performance Method
Three (3) fundamental skills ... 1) Cross Check/Instrument Scan ,
2) Instrument Interpretation , 3) Aircraft Control
PRIMARY & SUPPORTING INSTRUMENTS
> Stabilized
-- straight & level
-- standard rate turns
-- constant rate climbs & descents
> Initiate or Establish (turn or climb & descent)
STABILIZED -- Straight & Level Flight
Primary Instruments
1> BANK - Heading Indicator (directional gyro)
2> PITCH - Altimeter
3> POWER - Airspeed indicator
PARTIAL PANEL
STABILIZED -- Straight & Level Flight
Primary Instruments
1> BANK - Turn-coordinator
2> PITCH - Vertical Speed Indicator (VSI)
3> POWER - Airspeed indicator
<< Partial Panel >>
Primary PITCH instrument -- VSI
Primary BANK instrument -- turn coordinator
1/2 standard rate turns should be used during partial panel
operations. During a NO-GYRO APPROACH an ATC controller will
instruct the pilot to both start and stop turns.
AVIATE ... Roll-out Headings for Compass Turns
-----------
compass turns - roll out calculation (current)
roll out heading = desired heading +- latitude +- 1/2 bank angle
<< Unusual Attitudes >>
Due to wing loading power should be reduced and wings leveled before
initiating a climb in a nose low critical attitude ;
AVIATE ... Power / Level / Pitch
Due to the protential for stalling, power must be added and the
nosed lowered before leveling the wings in a nose high critical
attitude. The wing loading will be small due to lower airspeeds.
AVIATE ... Power / Pitch / Level
TURBULENCE PENETRATION - maintain attitude -- altitude & airspeed
are secondary.
-----------------------------------------------------------------------
NAVIGATION
----------
<< Equipment Function / Limitation >>
DISTANCE
VOR service volumes ------------ Terminal VOR 15 nm
Standard VOR 40 nm
* High-altitude VOR 130 nm
ALTITIUDE
VOR service volumes ------------ Terminal VOR 12,000 ft
Standard VOR 18,000 ft
* High-altitude VOR 45,000 ft
* pilots interested in high-altitude flight should further investigate
high altitude service volumes due to its complexity.
VORs undergoing maintenance DO NOT transmit ID codes ; in-flight
navigation signals recieved without an ID code should be
considered unreliable.
VOR-DME ... DME identifier repeats at 30 sec intervals @ 1350 Hz
The VOR CDI indicates a maximum of 10^ deviation either side of center.
Each dot represents a 2^ deviation or 200 ft-per-nm.
AVIATE ... VOR station passage occurs at 1st complete TO/FROM reversal.
AVIATE ... reverse sensing occurs when flying TO a VOR with a FROM
radial indicator and vise-versa. Reverse sensing should be
also be noted during position fixing and intersection
identification.
DME - Distance Measuring Equipment >> required for flight at & above
FL 240 ; DME identifier repeats every 30 sec. at 1350 Hz; DME
is LEAST accurate close to the station at high altitudes.
DME --------- line-of-sight effective range 199 nm
DEPARTURE - ENROUTE - ARRIVAL
-----------------------------
<< Charts - Procedures >>
SID
-- to use an instrument departure the pilot must at least possess a
textual description
STAR
-- The arrival procedure begins at the nav aide or intersection where
all transistions join; usually the point for which the arrival is
named. there is only one transistion route, the procedure begins
at the head of the route.
ex.> Cedar Creek 3 Arrival ... the procedure begins at Cedar Creek VOR.
VOR change over point (COP) ---- midway between VOR unless noted on
enroute chart with a COP symbol -|
|-
Victor airway ------------------------------- 8 nm wide ; except
for airways where VORs are more than 51 nm apart then a 4.5^
wedge widens the airway.
<< Holding >>
AVIATE ... write down hold instructions & draw the hold
/
Holding PARALLEL / DIRECT
/ 70^
------------ ^ -------------
TEARDROP / DIRECT
/
-----------------------------------------------------------------------
APPROACH
--------
<< Equipment Function / Limitation >>
Localizer service volume ----- 35^ either side to 10 nm
10^ either side to 18 nm
with approach course 3 - 6^ wide
LDA - Localizer-type Directional Aide
generally the same as a localizer (approach course 3 - 6^),
except it's not aligned with the runway. May or may not have
a glide slope. ID begins with I just like a localizer
(ex. I-xyz 118.8) .
SDF - Simplified Directional Facility
there is no I (ex. xyz 118.9) in the ID. The SDF approach
course is either 6 or 12^ wide. May not be aligned with
runway.
TIMED APPROACH from a holding fix --- 1. there must be a control
tower in operation 2. only one missed approach proc. can
not require a course reversal 3. direct comm with approach til
handed off to tower - i.e. no lost comm
can you begin SIDE STEP Manuever -- as soon as possible when
runway environment is in sight
Radar service is terminated on a visual approach clearance pilot
is directed to change to tower or advisory frequency.
VASI - visual approach slope indicator
2 BAR --- "RED OVER WHITE YOUR ALL RIGHT"
3 BAR --- 1 RED , 2 WHITE on glide path
<< Approach Charts >>
CATEGORY
Approach category --- 1.3 Vs0 A to 90 kts
B 91 - 120 kts
C 121 - 140 kts
D 141 - 165 kts (E above 165kts)
Circling approach protected zone A 1.3 nm
B 1.5 nm
C 1.7 nm
D 2.3 nm
<< Missed Approach >>
AVIATE ... Check 4 -- Carb heat, Full Throttle, Mixture, Flaps
10 Visual references required continue approach beyond missed (MAP)
------------------------------------------------------------------
-- approach light system
-- threshold lights
-- runway end indentifier lights
-- touchdown zone lights
-- runway lights
-- visual approach slope indicator (usually lights)
----
-- threshold
-- threshold markings
-- touchdown zone markings
-- runway
Missed approach (non-precision) --------------- WHEN TIME expires
Missed approach (precision) ----------------- arrival at DH
Missed approach (circling) ------------------ lose sight of
(climbing turn towards runway & then to course) runway
-----------------------------------------------------------------------
-----------------------------------------------------------------------
COMMUNICATIONS
--------------
<< ATC / FSS >>
Traffic advisories given from a radar facility MAY NOT correspond to
the "clock" position given due to the difference between
aircraft heading and ground track.
"RADAR CONTACT" - given by ATC means that your aircraft has been
identified and radar flight following will be provided until the
corresponding term of "radar service terminated" is given.
FSS located at a tower controlled airport will provide airport adivsory
service when the tower is closed.
When transitioning from VFR to IFR in a composite flight plan cancel
the VFR portion with a FSS and request an IFR clearance.
Report a change in TAS of 10 kts or 5% to ATC
(no radar contact) - REPORT leaving final approach fix
Class B & C - require two-way communication devices in addition to a
transponder with Mode C (altitude reporting) capability. You
may operate an aircraft in Class B airspace without a
transponder if you make the request ATC 1 hour before the
proposed flight.
<< Clearances >>
CRUISE CLEARANCE -- no report req'd to vacate altitude , but can not
climb back up.
VFR-ON-TOP -- ATC to clear altitude changes
Visual Approach Clearance -- may be given by ATC or requested by pilot
ceiling at or above 1000 with 3 mi. Visibility
Contact Approach Clearance -- may be requested by pilot only
clear of clouds with 1 mi. Visibility
<< Emergencies >>
An EMERGENCY - is a condition of DISTRESS or URGENCY.
DISTRESS ----- fire, mechanical failure, or structural damage.
URGENCY ----- low fuel, weather problems, or unable to maintain MEA.
** declaring MINIMUM FUEL is not an emergency.
Deviation from ATC clearances should be reported as soon as possible.
And ATC priority handling is given a report must be filed within
48 hrs. to the manager of the ATC facility.
121.5 mHz -- emergency frequency
SET TRANSPONDER 7700 Emergency (general)
7600 Lost Communications
7500 Special Emergency (s.g. Hijack)
<< _____ Lost Comm ______ >>
COMMUNICATIONS FAILURE --- SET Transponder code 7600
in VFR conditions - continue VFR and land as soon as practical.
ROUTE during lost communications ... AVE(nue) F
A ssigned
V ectored
E xpected
F iled
ALTITUDE during lost communications ... M.E.A. ... fly the highest of
the three altitudes
M .E.A. minimum en-route altitude
E xpected
A ssigned
-----------------------------------------------------------------------
FLIGHT PLANNING
---------------
NOTAM - Notice To Airmen - published every 28 days.
----------------
FDC NOTAM - A flight data center (FDC) NOTAM advises of changes
(prior to scheduled publication) that affect instrument
approach proceedures, aeronautical charts and flight
restrictions. FDC NOTAMs are available at FSSs within
400 mi. of the affected changes.
NOTAM(D) - (D/distant) - nav aides
NOTAM(l) - (L/local) - runway/taxiway/obstruction details
Flight Plan - aircraft equipment codes
--------------------------------------
X - NO Transponder
T - transponder NO mode C
U - transponder w/ altitude encoding (MODE C)
A - DME , transponder w/ alt.encoding
B - DME , transponder NO mode C
R - RNAV
I - LORAN, VOR/DME , transponder w/ alt.encoding
C - LORAN, VOR/DME , transponder NO mode C
File flight plan at least 30 min. prior to flight to allow ATC time to
cross-check for conflicts
Flight plans will be deleted after 1 hr after scheduled departure if
not used
IFR fuel reqm't ---------------- 1 HOUR before & after ETA
ceiling 2000 Ft. & 3 sm. visibility -- or LESS
PIC must have fuel to fly to intended landing then to an
alternate then for 45 MIN.
Filing Alternate ---------------- 2 HOURs before & after ETA
precision approach - ceiling 600 ft ; 2 mi viz. -- Req'd
non-precision ------ ceiling 800 ft ; 2 mi viz. -- Req'd
no published approach --- VFR
Preflight Weather Briefing
- Standard Briefing
- Abbreviated Briefing
- Outlook Briefing
Airport/Facility Directory (A/FD)
- All facility times in UTC (universal coordinated time) or
"ZULU". +
- A double plus (one on top of the other) + indicates the
facility will open & close 1 hr. earlier during daylight
savings time.
Airport beacon lit during the day means ceiling < 1000 ft. , viz < 3sm.
WEATHER
-------
<< Definitions >>
Standard LAPSE RATE 2^ C / 1000 ft. (dry & moist adiabatic lapse
rates are 3^C & 1.1-2.8^C/1000ft
respectively)
STABLE AIR > characterized by steady precipitation / stratiform
clouds / smooth air and poor visibility
UNSTABLE AIR > characterized by rain showers / cumuliform clouds /
turbulent air and good visibility
Inverted lapse rates (i.e. temperature increase with altitude)
increases airmass stability.
The TROPOPAUSE is the region of atmosphere from 36,000 to 66,000 MSL
that acts like a lid with the bottom portion having a
constant temperature of -57^ c
Advection Fog - also known as "sea fog" ; forms when warm moist air
flows over cooler ground surfaces. fog increases
with wind speed up to 15 kts. ; stronger winds lifts
fog into a cloud bank.
Ice Fog - forms maily in artic regions when ice sublimates.
Radiation Fog - also known as "ground fog" ; forms on cool still
nights.
Precipitation-induced Fog - commonly associated with warm fronts ;
forms when warm rain falls through colder air.
Upslope Fog - forms when moist stable air cools adiabatically, fog
dissipates when winds drop off.
<< Winds >>
Surface Winds - typically move across pressure isobars due to surface
------------- friction. In the northern hemisphere winds shift to
the right following frontal passage.
Winds above 2000 AGL - move parallel to pressure isobars.
FD (winds aloft) -- WIND reported in TRUE direction
---------------------------------------------------
9900 --- code for calm winds , less than 5 kts
winds from 100 to 199 kts -- ADD 50 -- to the 2 digit direction code
(ex. 8515 -- winds 115 kts at 350^)
----
WINDS ALOFT ARE REPORTED IN RELATION TO true NORTH
----------------------------------------------------
----
The JET STREAM is stronger and moves further south in the winter and
the opposite for summer.
WIND SHEAR - can be found near low-level temperatures inversions,
frontal zones 7 in thunderstorms. Wind shear can also be
expected ahead of a warm front and behind cold fronts.
MICROBURSTs - are extremely hazardous downdrafts that can range up to
6000 FPM that create tremendous wind shear. Microbursts
are typically less than 1 mile in diameter and rarely
exceed 15 minutes in duration. Outflow boundries extend
to 2.5 mi.
<< Clouds >>
High / Middle & Low Clouds & Towering Cumulus
--------------------------
High Clouds > Cirrus , Cirrostratus , Cirrocumulus
Middle Clouds > Altostratus , Altocumulus
Low Clouds > Stratus , Stratocumulus , Nimbostratus , Cumulonimbus
<< Charts & Advisories >>
Radar Summary Chart - provides timely information not offered elswhere
------------------- for lines and cells of hazardous thunderstorms.
Surface Analysis Chart - provides current (valid at chart time) frontal
---------------------- positions, wind, weather and sky coverage.
Constant Pressure Charts - provides for derivation of widespread cloud
------------------------ coverage.
Prognostic Chart, Convective Outlook (AC), Low-level Significant
Weather Prognostic Chart --- provide forecast data for a given period
TAF abbreviation
----------------
FM0100 - from 0100z
TEMPO 1820 - temporary change 1800z - 2000z
-- --
BECMG 1113 - becoming between 1100z & 1300z
-- --
PROB40 0205 - 40% probability of change between 0200z & 0500z
-- --
P6SM - greater than 6 mi visibility
METAR - Aviation Routine Weather Report
METAR abbreviations
------------------- weather phenomena
FG fog HZ haze FU smoke
BR mist DZ drizzle PY spray
RA rain UP unknown precip
(automated observ)
SN snow GR hail PL ice pellets
DS dust storm SS sandstorm SA sand
VA volcanic ash
SQ squall FC funnel cloud
METAR abbreviations
------------------- descriptors
SH showers TS thunderstorm FZ freezing
BL blowing DR low drifting MI shallow
BC patches PR partial
AIRMET - Airman's Meteorological Information -- issued every 6 hrs. by
the NWS for weather other than thunderstorms that could be
dangerous to light aircraft. Comes in three flavors...
SIERRA - IFR conditions -- ceiling < 1000 ft. ; viz < 3sm.
TANGO - turbulence ; winds > 30 kts.
ZULU - icing
SIGMET - for hazardous weather potentially dangerous for ALL aircraft.
PIREP - Pilot Weather Report -- both routine (UA) or urgent (UUA)
reports are given in the following format :
1. OV - location
2. TM - time
3. FL - altitude/flight level
4. TP - aircraft type
... with any number of the follwing observations
SK - sky cover ; WX - visibility ; TA - temperature
WV - wind ; TB - turbulence ; IC - icing
HIWAS - Hazardous In-flight Weather Advisory Service -- provides (AWW)
Severe Weather Alerts, AIRMETs, Convective SIGMETs, SIGMET & center
Weather Advisories (does not include wind shear or radar reports).
-----------------------------------------------------------------------
SPATIAL DISORIENTATION
----------------------
Coriolis Illusion --- is a tumbling sensation produced by a head
down motion while in a turn.
Graveyard Spiral --- is a resultant manuever made by a pilot who
mistakenly tries to compensate for an inner
ear equilibrium created during prolonged
constant-rate turns.
Inversion Illusion --- is a backwards tumbling sensation produced by
a rapid flattening of a climb.
Leans --- is the sensation of turning in the opposite
direction produced by rapid bank maneuvers.
Rapid Acceleration --- produces a climbing senstation.
-----------------------------------------------------------------------
VISUAL ILLUSIONS Illusion
---------------- --------
Haze height (greater than actual)
Rain " " " "
Fog Penetration pitching upward
Sloping Cloud Bank false horizon
Up Sloping Runway * height (greater than actual)
Narrow Runway * " " " "
Featureless Terrain " " " "
Bright Runway Appears closer
* reverse Illusion for Downsloping & wide runways (i.e. the appearance
of being lower than actual)
-----------------------------------------------------------------------
-----------------------------------------------------------------------
-----------------------------------------------------------------------
TIME
---- note.. 3 in same aircraft.category
Instrument currency --- 6 approaches, navigation, holding proc.
6 MONTH period
Instrument currency check Req'd for non-currency extending to 1 YEAR
ELT ------------------------------------- 12 MONTHS
TRANSPONDER equipment check ----------- 24 MONTHS
PITOT STATIC system check -------------- 24 MONTHS
VOR check (accuracy reqmt) ------------- 30 DAYS
File flight plan at least 30 min. prior to flight to allow ATC time to
cross-check for conflicts
Flight plans will be deleted after 1 hr after scheduled departure if
not used
IFR fuel reqm't ---------------- 1 HOUR before & after ETA
ceiling 2000 Ft. & 3 sm. visibility -- or LESS
PIC must have fuel to fly to intended landing then to an
alternate then for 45 MIN.
Filing Alternate ---------------- 2 HOURs before & after ETA
precision approach - ceiling 600 ft ; 2 mi viz. -- Req'd
non-precision ------ ceiling 800 ft ; 2 mi viz. -- Req'd
no published approach --- VFR
flight TIME
OXYGEN -------- No oxygen Req'd 12,500 - 14,000 (less 30 min.)
-------
Missed approach (non-precision) --------------- WHEN TIME expires
Missed approach (precision) ----------------- arrival at DH
Missed approach (circling) ------------------ lose sight of
(climbing turn towards runway & then to course) runway
TIMED APPROACH from a holding fix --- 1. there must be a control
tower in operation 2. only one missed approach proc. can
not require a course reversal 3. direct comm with approach til
handed off to tower - i.e. no lost comm
can you begin SIDE STEP Manuever -- as soon as possible when
runway environment is in sight
Radar service is terminated on a visual approach clearance pilot
is directed to change to tower or advisory frequency.
You may operate an aircraft in Class B airspace without a transponder
if you make the request ATC 1 hour before the proposed flight.
ATC priority handling is given a report must be filed within
48 hrs. to the manager of the ATC facility. see... communications ,
emergency.
NOTAM - Notice To Airmen - published every 28 days.
Microburst ------- generally lasts less than 15 MINUTES
SDs - Radar Weather Reports ----------------- 35 min past the hour
METAR - aviation routine weather report ---- every hour
TAF - Terminal Aerodrome Forecast --------- 4 times daily ( 24hr. )
forecast
FA - Area Forecast ------------------------ 3 times daily ( 18 hr.)
forecast
AIRMET -- maximum forecast time 6 hrs.
-----------------------------------------------------------------------
-----------------------------------------------------------------------
DISTANCE
--------
1 sm = 0.87 nm
VOR service volumes ------------ Terminal VOR 15 nm
(see.. ALT) Standard VOR 40 nm
High-altitude VOR 100 -
Airborne VOR checks should be made over ground check points located no
more than 20nm from the VOR
Victor airway ------------------------------- 8 nm wide
except when VORs are more than 51 nm apart then a
4.5^ wedge widens the airway
VOR change over point (COP) ---- midway between VOR unless noted on
enroute chart with a COP symbol -|
|-
DME --------- line-of-sight effective range 199 nm
Localizer effective range ------------------- 18 nm
LOM - locator outer marker
-- 2 letter ID can be recieved up to 15 nm
Circling approach protected zone ----------- Cat A 1.3 nm
B 1.5 nm
C 1.7 nm
D 2.3 nm
Precision approach runway markings ---- total dist. 3000 ft
threshold to touchdown zone 500 ft
threshold to aiming point 1000 ft
touchdown zone to aiming pt. 500 ft
--------- added markings @ 500 ft interval
Non-precision approach runway markings- total dist. 1000 ft
threshold to aiming point 1000 ft
MOCA - obstr. clearnace - reliable NAV SIGNAL within 22 nm
of nav aide.
(obstacle clearance)
2000 ft. clearance 4nm either side of (mountain) course heading
----------------
FA - Area Forecast - covers a multistate area in six (6) different
regions.
TAF - terminal Aerodrome Forecast - covers an area within a radius of
5 -10 miles around the airport.
FDC NOTAMs available at FSS within 400 mi. of the affected change to an
instrument approach, aeronautical chart or flight restiction.
-----------------------------------------------------------------------
-----------------------------------------------------------------------
ALTITUDES
---------
True Altitude - is actual height above mean sea level (MSL)
Pressure Altitude - is the altitude set to 29.92 in. Hg. standard sea
level pressure ; pressure altitude and true
altitude are the same when standard atmospheric
conditions exist
Indicated Altitude - as shown on the altimeter when adjusted to the
local pressure setting
Density Altitude - equals pressure altitude at standard temperature
Localizer effective range ----- floor 1000 ft. @ 18nm
top 4500 ft.
VOR service volumes ------------ Terminal VOR 12,000 ft
Standard VOR 18,000 ft
High-altitude VOR 45,000 ft
Victor Airways --------------- 1200 AGL to 18,000 MSL
Class A airspace -------------- FL 180 to FL 600
Jet route MEA ------------------ FL 180
-- Transponders with Mode C -- required for flight above 10,000 MSL
excluding flights that are also below 2500 AGL
DME required for flight at & above FL 240
MEA - minimum enroute altitude ----- BEGIN climb at intersection at
a minimum rate of 120 FPM
ORCA - Off route Obstruction Clearance Altitude -- make your own
determination --- 2000 ft. clearance 4nm either side of
(mountain) course heading
MVA - Minimum vectoring altitude , provides 1000 ft. obstruction
clearance. 2000 ft. in mountains
flight time
OXYGEN -------- No oxygen Req'd 12,500 - 14,000 (less 30 min.)
Oxygen Req'd (crew only) 14,000 - 15,000 (at all times)
Oxygen Req'd (passengers) 15,000 & above (at all times)
CRUISE CLEARANCE -- no report req'd to vacate altitude , but can not
climb back up.
VFR-ON-TOP -- ATC to clear altitude changes
-----------------------------------------------------------------------
-----------------------------------------------------------------------
AIRSPEED
--------
TAS = CAS at sealevel @ 15^ C (59^ F)
Equivalent Airspeed - airspeed calculated to adjust for the compression
of air in front of the pitot tube
CATEGORY
Approach category --- 1.3 Vs0 A to 90 kts
B 91 - 120 kts
C 121 - 140 kts
D 141 - 165 kts (E above 165kts)
MAX Holding Speed --------- to 6000 ft. -- 200 kts
6001 - 14000 ft. -- 230 kts
above 14000 ft. -- 265 kts
MAX airspeed in proceedure turn ----------- 250 kts.
-----------------------------------------------------------------------
-----------------------------------------------------------------------
CEILING & VISIBILITY
--------------------
Weather Minimums
-------------------- visibility CLOUD CLEARANCE (note ^ means above
Class G (day #1) 1 mi. clear of clouds
Class B ----------- 3 mi. clear of clouds
Class C & Class D 3 mi. 500' below, 1000' above, 2000' horiz
Class E (below 10000) 3 mi. " " " " " "
Class G (night #1) 3 mi. " " " " " "
Class G (night #2) 3 mi. " " " " " "
Class G (day #2) 1 mi. " " " " " "
Class E (^ 10000 MSL) 5 mi. 1000' below 1000'above 1 mi. horiz
Class G (^ 10000 MSL) 5 mi. " " " " " "
^ 1200 AGL
Class G -- #1 at or BELOW 1200 ft AGL -- less than 10000 MSL
Class G -- #2 ABOVE 1200 ft AGL -- less than 10000 MSL
IFR fuel reqm't ---------------- 1 HOUR before & after ETA
ceiling 2000 Ft. & 3 sm. visibility -- or LESS
PIC must have fuel to fly to intended landing then to an
alternate then for 45 MIN.
Filing Alternate ---------------- 2 HOURs before & after ETA
precision approach - ceiling 600 ft ; 2 mi viz. -- Req'd
non-precision ------ ceiling 800 ft ; 2 mi viz. -- Req'd
no published approach --- VFR
An airport rotating beacon operating during the day-time indicates
visibility less than 3 mi. / ceilings below 1000 ft. in Class
B, C & D airspace.
Visual Approach Clearance -- may be given by ATC or requested by pilot
ceiling at or above 1000 with 3 mi. Visibility
Contact Approach Clearance -- may be requested by pilot only
clear of clouds with 1 mi. Visibility
-----------------------------------------------------------------------
-----------------------------------------------------------------------
-----------------------------------------------------------------------
EQUATIONS
---------
1 sm = 0.87 nm
----------------------
std.lapse.rate = 2^c/1000 ft. w/std.sea.level.temp = 15^c (59^f)
----------------------
MH + RB = MB magnetic heading+relative bearing=magnetic heading
----------------------
compass turns - roll out calculation (current)
roll out heading = desired heading +- latitude +- 1/2 bank angle
----------------------
climb gradient..... (ground speed) kts./60min x gradient ft/nm = f.p.m.
ex. 120 kts./60min x 200 ft/nm = 400 f.p.m.
----------------------
dist.to Sta. = time X kts / ^ change
distance to station = time x true airspeed / degrees change
(for a 90^ bearing intercept)
dist.to.sta = time (x^ change) X kts
isosceles traingle method to calculate distance to station - fly
5 to 10^ off your current radial and not time it takes to intercept
the radial that is the same number of degree off the original.
----------------------
Trigonometry
/| /|
H / | o /x | a
/ | p H / | d
/ x | p / | j
/--------| /--------|
adj. opp.
SIN x = side opp. / Hypotenuse
COS x = side adj. / Hypotenuse
TAN x = opp. / adj.
----------------------
E6B Flight Computer
-------------------
TAS (true airspeed) calculation
-------------------------------
1> set TEMP over PRESSURE ALTITUDE
2> read the TAS on the outer ring -- which corresponds to the CAS
on the inner ring
CHECKRIDE BRIEF
---------------
.. cell phones off
.. verify examiner egress procedure & equipment usage
.. positive transfer of controls
.. sterile cockpit
-------------------
REMEMBER to perform BREAK CHECK -- for low visibility instrument
takeoffs faulty breaks can disturb T.O. alignment.
VERBALIZE everything ...
hold entry, procedure turns, missed approach, partial panel roll-out
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