1. Review Instrument Final

2. Instrument Currency
“To act as PIC of an aircraft on an IFR flight plan, one must have logged (within the preceding 6 months):
6 approaches
holding
intercepting and tracking navigation courses
or passed an IPC

3. Spatial Disorientation
Conflict between the signals relayed by your central vision and information provided by your central vision
Movement of snow or rain out the window
Airplane next to you begins to taxi

4. Hypoxia Hypoxic high altitudes Hypemic Stagnant Histotoxic
CO, anemia, smoking
Stagnant
high G’s
Histotoxic
alcohol, drugs

5. Slip and Skid
Slip - rate of turn is too slow for the bank and the ball moves to the inside of the turn
Skid - rate of turn is too great for the angle of bank and the ball moves to the outside of the turn

6. Magnetic Compass Errors
Variation - the angular difference between the true and magnetic pole
Deviation - errors due to magnetic interference with the metal components of the aircraft
Magnetic dip - the compass tries to point down deep inside the earth

7. ISA International Standard Atmospheric Sea Level - 150 C - 29.92 in HG
Before IFR flight the altimeter set to the current altimeter setting should be within 75 feet of the actual elevation

8. Fundamental Skills Cross Check Instrument Interpretation
Aircraft Control

9. Instrument Failure Any instrument may fail separately
In addition, any system may fail.
Vacuum system failure
Electrical system failure
Pitot system failure
Static system failure

10. Ground Facilities - VOR
Operate in MHz Band
Standard Service Volumes (SSV)
High Altitude(HVOR) watts, up to 130 nm, used for airways
Low Altitude(LVOR) - about 100 watts, up to 40 nm, used for airways
Terminal(TVOR) - 50 watts, 25 nm, used for approaches

11. VOR Receiver Checks VOT VOR Ground Checkpoint VOR Airborne Checkpoint
180’ TO, 360’ FROM; +/- 4’
VOR Ground Checkpoint
Indicated radial; +/- 4’
VOR Airborne Checkpoint
Indicated radial; +/- 6’
Centerline of airway; +/- 6
Dual VOR Check
Within 4’

12. DME Ground based - VOR/DME, VORTAC, ILS/DME, LOC/DME
Interrogation and response
rate * time = distance
Uses slant distance - 1 NM away for each 1000’ elevation

17. Pilot Responsibilities
See and Avoid
IFR Climb Considerations
Optimum until 1000 feet of assigned altitude
500 to 1500 feet per minute for last 1000 feet

18. Pilot Responsibilities
Adhere to a clearance
Emergency
Violate an FAR
Responding to a traffic alert and collision avoidance system resolution advisory (TCAS RA)

19. Elements of an IFR Clearance
Aircraft identification
Clearance limit
Departure procedures
Route of flight
Altitudes or flight levels
Cruise clearance

20. Abbreviated IFR Clearance
Cleared as file
Clearance limit or destination airport
SID name, number and transition
Altitude and additional instructions
frequency and transponder code

21. Readback Initial enroute clearance in entirety Subsequently
Altitude Assignments
Radar Vectors
any instruction requiring verification
ATC clears, ATC advises, ATC requests

22. Tower Enroute Clearance
Short, low altitude routes between terminal areas
Published in Airport/Facilities Manual
Generally below 10,000 feet, less than 2 hours in nonturbojet aircraft

23. IFR Departure Procedures
Standard
200’/nm climb gradient
35’ at end of runway
400’ HAA before turning
Nonstandard
Avoidance by climb or heading
denoted by T on IAP
description in front of IAPs

24. Rate of Climb Table
Climb Rate
Ft. per NM
Ground Speed

25. REPORTING PROCEDURES RADAR/NONRADAR
Anytime
Leaving altitude
Leaving any assigned holding fix
Missed approach
<500 fpm climb/decent
TAS varies>5% or 10 kts
Time & altitude reaching a holding fix
Loss of Nav/Comm(Equip)
Unforecast weather

26. REPORTING PROCEDURES NONRADAR (position reports)
At required reporting points
I D
P osition
T ime
E levation
E TA next
N ext next

27. REPORTING PROCEDURES NONRADAR (position reports)
Example
KC center
KS81
Salina
1530
FL300
HYS 1545
Lamar next

28. Holding Pattern Race track shaped pattern
1 Min Inbound legs <14000’ MSL
1 1/2 min > 14000’ MSL
Standard holding pattern is right turns
At Nav facility, intersection, or Radial/DME

29. Departure and Arrival Charts
DPs, STARs and visual approaches are routinely assigned by ATC
DPs and STARs are issued to simplify clearance delivery procedures.
Use “No DP” or “No STAR” in remarks, if you do not want to use them

30. Departure and Arrival Charts
To accept a DP you must at least have the textual description
Use the rate of climb table in Legend 18 to convert a specified minimum rate of climb per NM to convert the climb rate into feet per minute

31. Reduce Workload Simple, easy to understand, one page
Accommodate many types of aircraft
Use VORTACs
Avoid DME arcs
Altitude crossing and airspeed restrictions included if normally used

32. Enroute
MRA( Minimum Reception Altitude) is the lowest altitude at which an intersection can be determined
MOCA(Minimum Obstruction Clearance Altitude) assure acceptable navigation signal coverage only within 22 NM of VOR

33. Enroute
MEA( Minimum en route altitude) is the lowest published altitude between radio fixes which assures acceptable navigational coverage and meets obstacle clearance requirements

34. Enroute
MCA(Minimum Crossing Altitude) is the lowest altitude at a fix at which an aircraft must cross when proceeding in the direction of a higher MEA

35. Enroute
Obstruction clearance in nonmountainous areas is guaranteed for the MOCA and all minimum IFR altitudes providing at least 1,000 ft of vertical distance from the highest obstruction 4 NM either side of the center of the airway

36. VFR-ON-TOP
VFR-on-top can be conducted only after a pilot has received a VFR-on-top clearance
A pilot must request a VFR-on-top clearance
Must comply with the VFR altitudes

37. VFR-ON-TOP Both IFR and VFR rules apply Prohibited in Class A airspace
A clearance “to VFR-on-top” is to fly through cloud layers to VFR conditions on top

38. Reports
Advise ATC when your airspeed changes by 5% or 10 knots whichever is greater
On a direct routes, the fixes defining the routes become compulsory reporting points

39. Reports
When not in RADAR contact on a non-precision approach, report to ATC any time you leave a final approach fix inbound on the final approach

40. Holding
Turns are made to the right in a standard holding pattern, and to the left in a non-standard holding pattern
The entry procedure for a holding pattern depends on your heading relative to the holding course

41. Holding Patterns

42. Approach Categories Computed as 1.3 VSO A - Up to 90 knots
B - 91 to 120
C to 140
D to 165
E - above 165

43. Approach Charts
The letters IAF indicate the location of an initial approach fix
The procedure title indicates the type of approach system used and the equipment required to fly the approach

44. Approach Charts
MSA( Minimum Safe Altitude) provides 1,000 ft of obstruction clearance usually within 25 NM
Neither navigation nor communication coverage is guaranteed

45. Approach Charts
Absence of a procedure turn or holding pattern indicates a course reversal is not authorized
TDZE(Touchdown zone elevation) is the highest elevation in the first 3,000 ft of the landing surface

46. Approach Charts
TCH(Threshold crossing height) is the altitude at which you cross the runway threshold when established on the glide slope centerline
The procedure turn must be completed within the prescribed distance from the facility

47. Approach Charts
The precision approach FAF is located at the minimum glide slope intercept point
When on the glide slope during a precision approach, the missed approach point is the decision height

48. Approach Charts
When the glide slope becomes inoperative during an ILS procedure, localizer minimums are used
Substitution for certain ILS components, when the component is inoperative are permitted

49. Approach Charts
If your groundspeed decreases, the rate of descent required to stay on glide slope must also decrease
Localizer and glide slope indications become more sensitive as you get closer to the runway

50. Approach Procedures
An LDA approach is comparable to a localizer, but is not aligned with the runway
An SDF may offer less accuracy than an LDA approach

51. Contact Approach
Must be requested by the pilot, the visibility must be at least one mile, allows the pilot to deviate from an instrument approach procedure and proceed to the destination airport by visual reference to the surface

52. Weather Factors Highs are usually associated with Good visibility
Light winds
Few clouds
Good weather
Characterized by descending air

53. Weather Factors Lows are usually associated with precipitation
cloudiness
poor visibility
bad weather
turbulence
Wind
characterized by rising air
Example of lows are hurricanes and tornadoes

54. Weather Factors Air tries to flow from high to low
At higher altitudes, Coriolis force makes the wind flow parallel with isobars
At lower altitudes, surface friction weakens Coriolis force and flows across the isobars
This airflow is wind

55. Weather Factors In the northern hemisphere
Air flows counterclockwise around a low (cyclonic)
Air flows clockwise around a high (anticyclonic)
If one were to fly directly to the center of a low, the winds would come from the left and get stronger as one got closer

56. Weather Factors Relative Humidity
Measure of how much moisture is present for a a parcel of air at a temperature.
If a parcel of air has a RH of 100%, it is saturated. The temperature that it is at is called the dewpoint. If this parcel were cooled more, water vapor would clouds, fog, dew or frost

57. Thunderstorms Conditions Stages Unstable air Lifting action
High moisture content
Stages
Cumulus stage Mature stage
Dissipating stage

58. Hazards Embedded thunderstorms may be obscured by cloud layers
Wind shear can be found on all sides as well as directly under it
Greatest intensity during mature stage, which is signaled by precipitation at the surface

59. Types of Thunderstorms
Airmass thunderstorms are usually isolated or scattered over a large area
Frontal thunderstorms associated with frontal activity
Squall line is a narrow band of active thunderstorms normally containing severe weather

60. Wake Turbulence
Wingtip vortices occurs when an airplane generates lift
They can exceed the roll rate of an aircraft
Greatest when an aircraft is heavy, slow and clean

61. Clear Air Turbulence
Turbulence above 15,000 feet AGL not associated with cumuliform cloudiness is reported as CAT
CAT is common in a upper trough on the polar side of the jet stream

62. Mountain Wave Turbulence
Greatest turbulence occurs approaching the lee side of a mountain range in strong headwinds
Standing lenticular and rotor clouds indicate the possibility of strong turbulence

63. Microbursts
Intense, localized downdrafts seldom lasting longer than 15 minutes
Downdrafts can be as strong as 6,000 feet per minute
Performance changes drastically as an aircraft flies through a microburst

64. Fog
Radiation Fog - ground fog - forms over fairly flat land on clear, calm nights
Advection fog- forms near coastal areas when moist air moves over colder ground or water

65. Fog
Upslope fog forms when moist stable air is forced up a sloping land mass
Steam fog occurs as cool air moves over warmer water
Precipitation-induced fog forms when warm rain falls through a layer of cooler air near the surface

66. TAF
Terminal Aerodrome Forecast - valid for a 24 hour period and scheduled four times a day
Primary source of destination weather
AMD means and amended forecast
COR means a corrected forecast
RTD indicates a delayed forecast

67. Area Forecast FA
Issued three times a day and include a forecast period of 18 hours
We are in the Chicago region
Consists of four sections
Heading
Precautionary statements
Synopsis
VFR Clouds and Weather

68. Wind and Temperature Aloft
Uses a four digit code for wind speed and direction, the first two digits are the wind direction in hundreds of degrees
The second two digits indicate wind speed
A two digit temperature code in degrees Celsius follows the wind speed and direction code
All temperature above 24,000 feet are negative

69. Types of Briefings
Standard is the most complete briefing and assumes no familiarity with the weather picture
Abbreviated is used to update weather information when you need only one or two specific items
Outlook is used if you departure is six or more hours away. You should update with a standard or abbreviated briefing closer to flight time

70. In-Flight Weather Sources
Airmets - WA - Airmans meteorological information are forecasts for a maximum of a six hour period
Sierra for IFR conditions
Tango for turbulence
Zulu for icing and freezing levels

71. SIGMETs Significant meteorological information - WS - Severe Icing
Severe and extreme turbulence
Volcanic eruptions
Duststorms, sandstorms or volcanic ash lowering visibility to less than three miles

72. Convective SIGMETs
Imply severe or greater turbulence, severe icing and low level wind shear
Contain either an observation and a forecast or just a forecast for tornadoes, significant thunderstorm activity or hail 3/4 inch or greater in diameter

73. Center Weather Advisory CWA
Issued by ARTCC to alert pilots of existing or anticipated adverse weather conditions
May be issued prior to an AIRMET or SIGMET as a result of PIREPs