THE INSTRUMENT ‘KNOW ALL HANDOUT

Logging instrument time:

a. 61.51g (1) – A person may log instrument time only for that flight time when the person operates the
aircraft solely by reference to instruments under actual or simulated instrument flight conditions. (2)-an
authorized instructor may log instrument time when conducting instrument flight instruction in actual
instrument conditions.
b. 61.51 g(3i-ii) (4) - location and type of each approach, safety pilot if required, flight simulator may be
used by a person to log instrument time provided an authorized instructor is present during the
simulated flight.

To act as pilot in command of a civil aircraft under IFR (or weather less than the minimum required for
VFR flight) - pilot must have a current medical certificate and current instrument rating

Recent experience requirements to act PIC under IFR: 61.57c - within 6 months:
- conduct 6 instrument approaches, intercept and track navigational courses, and perform holding
procedures.
- Have an additional six months after PIC currency expires (6 months) to complete these requirements
before an Instrument -- Proficiency Check (IPC) is required (61.57d)
- safety pilot must be rated in the same category and class of aircraft, with a current medical and private
pilot cert.
- Passenger currency is the same 90 rule: you may be instrument current, but not to carry passengers if
you haven’t in the last 90 days performed 3 takeoffs and landings (full stop if tail dragger) in the same
aircraft category, class, and type if it’s required.
- Night currency: 3 takeoffs and landings to a full stop, 1 hour after sunset to 1 hour before sunrise in
same category, class, and type if it’s required.

WHEN MUST WE FILE AN ALTERNATE:

- Always, except when within 1 hour before ETA to 1 hour after ETA, the weather is forecasted to be 2000’
and 3sm visibility
- If your airport of intended landing has only a GPS approach, you must file an alternate

WHAT ARE STANDARD ALTERNATE MINIMUMS?

- precision approach: 600’ and 2sm visibility at ETA
- non-precision approach: 800’ and 2sm visibility at ETA
- visual approach: descent from MEA and approach and landing done in VFR conditions (forecasted
ceiling greater than MEA)

SYSTEMS

Explain how the following work and problems/indications/solutions. (for plane doing checkride in)
-Airspeed, altimeter, VSI, Artificial Horizon/ DG, Turn coordinator, Compass (limitations/ Explain the
turning errors) Why is this important?
Pitot/Static source (venturi) Alternate air source
Pitot heat
Electrical system
Hydraulic system
Heater/AC system if installed
Fuel System
 INSTRUMENT PRE-FLIGHT

VFR DAY Inst & Equip. Req, (91.205B) VFR NIGHT (91.205C) INSTRUMENT (91.205d) VFR day)
C DART GAS - Equipment required for IFR flight
Clock with second
Directional gyro
Attitude indicator
Rate of turn indicator
Two-way nav/com radio
Generator of adequate capacity (or alternator)
Altimeter adjustable for pressure
Slip/skid indicator
Or
GRAB CARD
G - Generator/Alternator
R - Radios for Navigation (VOR)
A - Attitude Indicator
B - Ball (Inclinometer)
C – Clock
A - Altimeter
R - Rate of Turn
D - Directional Gyro (Heading Indicator)

*VOR equipment checks for IFR flight:

- VOT: +/- 4 °. Published in A/FD, tune 108.0MHZ, 180 TO/360 FROM
- Ground checkpoint: +/- 4 °, specific point on airport listed in A/FD
- Airborne checkpoint: +/- 6 °, located over easily identifiable terrain or features on the ground, listed in
A/FD
- VOR/VOR: +/- 4 °, dual check in the air
- VOR radial on airway centerline over identifiable ground point: +/- 6°
- Radiated test signal by A & P only

6 A - Initial approach checklist 6 T - Final Approach Fix

ATIS - obtain Time (start timer)
Altimeter - set Turn (heading)
Alignment - set DG Twist (omni bearing selector)
Approach - how long how low which way Throttle (adjust)
Avionics - tune and identify Talk (communicate)
Airspeed - slow to approach speed Tires (landing gear down) (GUMPS)

TADS - Go Around /Missed approach

Thrust - climb power
Attitude - pitch for climb
Drag - Flaps as required, gear up
Speed - best rate or climb speed

MUST KNOW FOR FLIGHT 91.103 3 ERRORS OF INST SCAN TRANS CODES
N-NOTAMS
W-Weather
K-Known traffic delays
R-Runway Lengths
A-Alternates if needed
F-Fuel requirements (incl. alternate)
T-Takeoff/Landing Distances
FUNDAMENTAL SKILLS OF INST FLYING 3 ERRORS OF INST SCAN
Aircraft Control F-Fixation
Instrument Cross Check O-Omission
Instrument Interpretation E-Emphasis

INSTRUMENT DEPARTURES:
- DP’s Departure Procedures: Either in front of NOS plates or right behind specific approach plates.
Provides take off min’s and transition from airport to enroute. MUST have a textual description as a
minimum to accept a Departure Procedure. If you don’t want a DP, write “NO DP” in remarks section on
flight plan.
- If not given a DP, expect vectors from ATC until you are on course
- When we are Part 91, takeoff minimums do not apply to us…however, if the BOEING aint going, I
probably aint going either.

THE STRUCTURE OF AN INSTRUMENT FLIGHT

- File a flight plan 30 minutes prior to departure
- Once in the plane and we are started and ready to taxi, we call clearance delivery if the field has one, or
we call tower/ground.
o “Alliance ground, Aztec N6321Y at Terminal w/ Zulu, like to pick up our IFR clearance to KABC”
o They will respond with a clearance in which case we use the “C-R-A-F-T” model (see below)
o Read back the clearance in full, then request taxi clearance. Sometimes your cleared to taxi before get
clearance.
o “Alliance Tower, Aztec 6321Y holding short 16L for IFR release”
o Wait until released, then depart as instructed, Tower will instruct when to contact DP
o Acknowledge this, and change frequencies while flying the clearance we were given
o We Say: “Departure, Aztec 6321Y is 1200’ climbing 2000
o They Say: “Roger, Aztec 6321Y radar contact, climb and maintain…”
o at this point, the rest of the flight is like having VFR flight following. They give us instructions and we
abide, or if we cannot, let them know.
- The enroute structure is simple, just follow instructions given by ATC
- As we approach an airport, get current ATIS/ASOS at intended airport, figure out an approach to shoot,
or if one is in effect, set up for that approach
- Notify ATC of your intentions for the approach: what kind of approach, how it will terminate (practice
approach to missed vs. full stop)
- At least 15 miles from the airport,
- As we get closer to the airport, we will get handed off to the tower or to the airport CTAF to notify them
of our position and intentions
- REMEMBER: we always must close/cancel our flight plan.
o If we are at a controlled field with a tower in operation, they will close our flight plan for us.
o IF WE LAND AT AN UNCONTROLLED FIELD, WE MUST EITHER CANCEL WITH ATC IN THE
AIR BEFORE WE LAND, OR ONCE WE ARE ON THE GROUND!!! DON’T FORGET THIS IT WILL
RESULT IN A CALL FROM FSS AND A DELAY FOR OTHER AIRCRAFT!!!
o If we wish…if we are operating in VFR conditions which we will encounter for the remainder of our
flight, and we are outside of positive control airspace, then we can cancel here as well

IFR CLEARANCE (this is how we copy and read back our clearance once received)
C-Clearance limit
R-Route of flight
A-Altitude
F-Frequency for Departure
T-Transponder code
Clearance Void Time: Used by ATC when at an uncontrolled field. We need to get a release to depart
- find a frequency that will work on the ground to talk to ATC (check approach plate/AFD)
- call from a cell phone and get a clearance void time
- PURPOSE: to advise an aircraft that the departure clearance is automatically canceled if takeoff is not
made prior to a specified time. The pilot must obtain a new clearance or cancel the IFR flight plan if not
off by the specified time.

CLIMB GRADIENT:
- Some instrument departures will have a minimum climb gradient you must be able to achieve to execute
the departure successfully
- This number is generally given in a FOOT/Nautical Mile quantity
- We need to make this number tangible to us, so we will change it to FPM on our VSI
• to calculate: (Ground Speed / 60) X Foot/NM requirement
EX: 100 KIAS / 60 = 1.6 X 300 Foot/NM = 500fpm
- So, in this example, if we cannot obtain a 500’/minute climb on departure, we cannot execute this
departure procedure

INSTRUMENT EN-ROUTE PROCEDURES

IFR ALTITUDES
0-179° = even thousands
180-359 ° = odd thousands

MEA: Minimum Enroute Altitude is the lowest published altitude between radio fixes that guarantees
adequate navigational signal reception and obstruction clearance of 1,000’ in non-mountainous and 2,000’
in mountainous terrain.
MOCA: Minimum Obstruction Clearance Altitude. Ensures reliable navigation only within 22 NM of
facility and obstacle clearance
MAA: Maximum Authorized Altitude. Max usable altitude or flight level for an airspace structure or
route segment for which adequate reception of navigation aid signals are assured.
MRA: Minimum Reception Altitude. Lowest altitude at which an intersection can be determined.
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 enroute IFR altitude.
OROCA (NOS): Off Route Obstacle Clearance Altitude. Provides obstacle clearance of 1,000 and 2,000,
but may not provide signal coverage from ground based nav aids, ATC radar, or communications.
MSA: Minimum Safe/Sector Altitudes. Found on approach plates and provides 1000’ terrain clearance
within 22NM of the airport, used for emergency purposes.

STANDARD LOST COMMUNICATIONS PROCEDURES - 91.185

VFR (91.185b): If the failure occurs in VFR conditions, or if VFR conditions are encountered after the
failure, each pilot shall continue the flight under VFR and land as soon as practicable.

IF IFR (91.185c (1&2)):

ALTITUDE-fly the highest of these in this order:
M-Minimum Enroute Altitude
E-Expected altitude
A-Assigned

ROUTE-fly in order of:

A-Assigned
V-Vectored
E-Expected
F-Filed
WHAT REPORTS MUST ALWAYS BE MADE TO ATC?
M-Missed Approach
A-Altitude Changes when VFR on top
T-True Airspeed change +/- 10 knots or 5%
H-Holding: time and altitude when entering or leaving the holding fix
C-Cannot maintain a 500fpm climb/descent
A-altitude and time when at holding fix or CLEARANCE LIMIT
L-Leaving an assigned altitude
L-Lost comm. nav, equipment
S-Safety of flight, including un-forecasted weather

REPORTS MADE WHEN NOT IN RADAR CONTACT

- Compulsory reporting points
- Inbound at Final Approach Fix (FAF) or Outer Marker (OM)
- ETA error of 3 minutes or more

POSITION REPORTS SHOULD INCLUDE:

I-ID
P-Position
T-Time & Type of flight plan
A-Altitude
N-Name of next fix
E-ETA at that fix
S-Supplemental Information

HOLDING
- This is method of delaying airborne aircraft to help maintain separation and provide a smooth flow of
traffic. A holding pattern is a predetermined maneuver designed to keep an aircraft within a specified
airspace. Holding pattern procedures are designated to absorb any flight delays that may occur along an
airway, during terminal arrival and on missed approach.
- Every time a hold is received, the following information should be known:

NON-PUBLISHED HOLDING PATTERN PUBLISHED

D- Direction of hold in relation to fix (ex: hold south of the ABC fix) (redundant)
F- Fix
R- Radial of hold
A- Altitude
T- Turns (right or left)
E- EFC time

HOLDING PATTERN PUBLISHED

D- Direction of hold in relation to fix
F- Fix
E- EFC time
- A holding pattern provides a protected airspace for a safe operation during the hold. Pilots are expected
to remain within the protected airspace (the holding side). One of the elements which causes unnecessary
confusion and anxiety is the holding pattern entry. Holding pattern entry procedures are not mandatory,
they are merely a recommendation (if the airplane remains within the protected airspace). The
recommendation is based on three types of entries, depending on the sector from which the airplane
arrives at the holding fix. These are the direct, parallel and tear-drop entries.
- When holding, a standard hold requires RIGHT turns. When receiving a clearance and no direction is
specified, use standard
o Conversely: nonstandard requires LEFT turns, and will always be stated by controller
- When receiving holding instructions, understand that the radial you are given to hold ON represents
your outbound course in the hold. To find the course, you will need to fly inbound to the fix, find the
reciprocal of the outbound course (radial).

PLAN VIEW OF HOLDING COURSE, AND ENTRY PROCEDURES

o TEARDROP:
_ Proceed direct to the holding fix
_ Upon crossing the fix, turn 30° from the outbound course on the protected side (see picture’s #1 & #2)
_ Fly this heading for approximately 1 minute, then make a turn inbound to intercept the inbound course
o DIRECT:
_ Proceed direct to the fix
_ Upon crossing the fix, make a turn to the outbound heading and join the outbound course
_ Begin timing upon crossing the fix outbound (flag flip), or if not a VOR, upon wings level on heading
o PARALLEL:
_ Proceed direct to the fix, upon crossing the fix turn to the outbound course to parallel the holding
pattern on the unprotected side of the hold
_ Time for one minute, then make a big turn towards the protected side of the hold
_ See picture #2: you will turn close to 270° in order to re-intercept the inbound course to the holding fix

UNDERSTANDING HOLDS IN THE PLANE

- Some difficulties arise once the student understands how to draw holds on the ground, and then gets in
the airplane and they receive holding instructions. The following walks through how to visualize a hold
while look at your HSI (DG) rather than having to draw it.
- The quickest and most efficient way to make this determination is by super-imposing the hold onto the
heading indicator. This results in visualization of the position in which the airplane approaches the
holding fix and of the holding pattern itself.
- This is accomplished by dividing the directional gyro card into three sectors. For a standard holding
pattern (RIGHT TURNS) one sector is:
o Tear Drop: because it is right turns, we put a 70° zone between the heading of the airplane and 70° to
the right of it. (SEE EXAMPLE ‘A’)
o Parallel: because it is right turns, the tear drop 70° is to the right, this leaves the 110° parallel sector to
be between the heading of the airplane and 110° to the left of it. (SEE EXAMPLE ‘C’)
o Direct: The remainder is the Direct sector which is the 180° sector below the above draw/imaginary
lines. (SEE EXAMPLE ‘B’)
o On a nonstandard hold the 110° and 70° are switched. The 70° sector is to the left of the heading while
the 110° sector is on the right. Direct is always that portion below the tear drop/parallel line.
EXAMPLES:
Once a holding instruction is issued and the airplane is proceeding directly to the holding fix, an
imaginary line is super-imposed in the direction of the outbound direction. The recommended entry is
determined by the sector that includes this imaginary line. In the following three examples an aircraft is
on a 180° heading.

In example A, the outbound leg of the hold is on a 230° direction A. In this example, the inbound and
outbound legs are 050° and 230° respectively. The airplane approaches the fix at a heading of 180°. The
outbound course (red line) falls within 180° and 250° zone which defines the tear-drop sector. Upon
crossing the holding fix the airplane should be flown at a heading of 200° (30° from the outbound course)
for one minute before making a right turn to intercept the inbound course. (REFER BACK TO PICTURE
#2 ABOVE FOR CLARIFICATION).

Example A, the outbound leg of the hold is on a 230°

B. In this example the outbound leg is 310°, the inbound leg is 130° respectively. The airplane approaches
the fix at a heading of 180°. The outbound course (red line) falls within 250° and 070° zone which defines
the direct sector. Upon crossing the holding fix the airplane should be turned right to a heading of 310°
which is the outbound course.

Example B has an outbound direction of 310°

C. In this example the inbound and outbound legs are 340° and 160° respectively. The airplane
approaches the fix at a heading of 180°. The outbound course (red line) falls within the 180° and 070° zone
which defines the parallel sector. Upon crossing the holding fix the airplane should be turned left to a
heading of 160° (paralleling the outbound course on the non-protected side) for one minute before making
a left turn of 225° to intercept the inbound course (or direct towards the fix if feasible).

Example C is assigned a hold with an outbound direction of 160°.

WHAT ARE THE MAXIMUM HOLDING AIRSPEEDS?

- Up to 6000’ = 200KIAS
- 6001’-14,000’ = 230KIAS
- 14,001’- above = 265KIAS

WIND AND TIME CORRECTION WHEN HOLDING

- When holding, we must correct for wind and time
o WIND: when holding in windy conditions, always double your wind correction angle when on the
outbound leg. By doing this, you are taking into consideration that during your standard rate turn, you
are not correcting for the wind.
o TIME: the goal of a perfect hold is to always make your inbound leg exactly one minute. Deviate your
outbound time by the same factor that your inbound was off.
_ EX: inbound leg took 47 seconds. On the proceeding outbound leg, fly that portion for 1 minute and 13
seconds. This should correct your inbound leg to be one minute again.

INSTRUMENT ARRIVAL/APPROACH

STANDARD TERMINAL ARRIVAL ROUTE

STAR- simplifies clearances, provides guidance from en-route to approach to destination.
- Must have at least a textual or graphic depiction in order to perform.
- If you don’t want a STAR, write “NO STAR” in remarks section of flight plan.

SEGMENTS OF AN INSTRUMENT APPROACH

- INITIAL: aligns aircraft with approach course, begins at IAF
- INTERMEDIATE: Designed primarily to position your aircraft for the final descent to the airport.
- FINAL: navigate from this point to DH or MDA. Gear down before landing checklist w/in 2 miles of this
point (or ½ dot ILS)
- MISSED: Begins at MAP (missed approach point) by: DH, time, Middle Marker, DME, Runway (GPS)

DETERMINING APPROACH CATEGORY

- Approach categories are determined off the aircrafts approach speed. If none is published, then 1.3 X
Vso
- If you are ever between two categories’, or on the border between them, always use the higher category
- Timed missed approaches however are based off ground speed, not approach speed which is indicated
PRECISION APPROACH
- Includes both course guidance with a localizer, and altitude guidance with a glide slope, as well as DME.
- DH=Decision height (proceed to land or go missed). This is the missed approach point in an ILS
approach

INSTRUMENT LANDING SYSTEM (ILS)

_ Localizer
• located opposite the approach end of the runway
• transmits 108.1-111.95MHz
• transmits signal 18 NM from antenna up to an altitude of 4500 above antenna site
• full scale deflection =2.5° (4 times more sensitive than a VOR)
• width of signal = 3°-6°
_ Glide slope
• Located 750’-1250’ down runway
• Displaced 400’-600’ from centerline
• Width of signal = 1.4°
_ Outer marker
• Locate between 4-7 miles from airport.
• Indicates an aircraft at appropriate altitude on localizer course will intercept glide path
• Identified by first 2 letters of the airport identifier
_ Middle marker
• Located about 3500’ from threshold on centerline generally where aircraft is at DH
• Identified by second 2 letters of the airport identifier
_ Approach lights

PARALLEL ILS APPROACHES

_ Conducted if centerline is at least 2500’ apart, aircraft separated by 1.5 miles diagonally

NON-PRECISION APPROACH
- Will provide course guidance, but no glide slope or altitude guidance.
- MDA = Minimum Descent altitude. This is the altitude which we can only descend from if requirements
of 91.175 are met. This is not the missed approach point like DH is on a precision approach, but the
altitude at which the missed approach will be located.

LOCALIZER APPROACH
_ provides course guidance, audibly identified by a three-letter designator
_ localizer course width normally 5°, 2.5° each side of centerline for full deflection
_ located opposite the approach end of the runway
_ transmits signal 18 NM from antenna up to an altitude of 4500 above antenna site
_ transmits 108.1-111.95MHz

LOCALIZER BACK COURSE

_ No glide slope for back course
_ When flying with an HSI, there is no difference in how set up our instruments and fly the approach. IF
flying with a VOR we can receive reverse sensing. To counter this, set your needle to the inbound course
of the localizer front course, and fly the tail of the needle. This will be normal sensing.

VOR APPROACH
_ Full scale deflection = 10° each side of centerline, 20° total
_ Step down fixes defined using DME or radials
GPS APPROACH
_ Put the GPS in GPS mode (out of VLOC)
_ Receiver Autonomous Integrity Monitoring (RAIM) must be maintained throughout the approach to
continue, by final approach fix the GPS must sequence into approach mode (APR)
_ Sensitivity of the GPS = 5 miles enroute, 1 mile terminal, and .3 miles in approach mode
_ Constellation:
• 24 satellites, minimum of 5 needed for RAIM
• 4 satellites needed for 3D positioning

CIRCLING APPROACH
_ If approach course is not aligned within 30° of the runway, only circling minimums will be published
_ Will also be published on standard straight in approaches in the case that a circling approach is needed
_ Circling minimums provides 300’ AGL obstacle clearance in the circling area. These are MINIMUMS, so
if weather allows a higher altitude to be flown that more closely approximates TPA, fly it, it will create a
more realistic approach and landing!
_ Circling approach protected area is based off your approach category
_ If you lose sight of the runway at any time, immediately begin a climbing turn toward the airport to
intercept the missed approach procedure

PAR/ASR
_ PAR: Precision approach radar – controller provides both azimuth and elevation navigational guidance
_ ASR: Airport Surveillance Radar – provides azimuth guidance only

CONTACT VS. VISUAL

_ CONTACT – cannot be initiated by ATC, but can be request by the pilot to expedite arrival instead of
the published procedure if the following is met:
• The airport has a standard or special instrument approach procedure
• Reported ground visibility is at least 1 mile
• You can remain clear of clouds with 1 mile flight visibility
_ VISUAL – can be initiated by ATC or
• ATC must ensure that you have the airport or the preceding aircraft in sight
o once you announce aircraft in sight, you are responsible for aircraft separation
• Is authorized when ceiling is reported or expected to be at least 1,000’ AGL and 3 miles
visibility, and you remain clear of clouds always

APPROACH CATEGORY RADIUS

A 1.3 B 1.5 C 1.7 D 2.3 E 4.5

DME ARC APPROACH

_ Track inbound on a radial that will intercept the DME arc at approximately 90°. Begin your turn to
intercept the arc with a .5-mile lead, the turn should usually be a 90° turn, and the heading you are
turning to will be the reciprocal of the final approach course. Spin your bug to the heading you are
turning to. Your heading bug and HSI needle should always be a constant 90° separated from each other.
General rule: TURN 10° TWIST 10°- Every time your HSI needle centers, turn and spin heading bug 10°
closer/in direction of the final approach course. Simultaneously spin your HSI needle 10° towards the
final approach course. If DME read out is less than desired, you will twist 10° on the HSI, but continue to
fly current heading until desired distance is met (at this point your heading (BUG) and needle (HSI) will
be separated by more than 90°). If DME readout is more than desired, spin 10° when HSI centers and
turn more than 10° (at this point your heading (BUG) and needle (HSI) will be separated by less than 90°)
until desired DME distance is achieved. When your needle centers, and your current heading is within
15° of final approach course, twist HIS inbound to the final approach course, intercept it and track
inbound.
TO DESCEND OUT OF DH OR MDA, THE FOLLOWING MUST BE MET: 91.175
- The aircraft is continuously in a position from which a descent to a landing on the intended runway can
be made at a normal rate of descent using normal maneuvers. (Part 121 and 135 unless that descent rate
will allow touchdown to occur within the touchdown zone of the runway of intended landing)
- The flight visibility is not less than the visibility prescribed in the standard instrument approach being
used.
- At least one of the following 12 visual references for the intended runway is distinctly visible and
identifiable to the pilot:
o The threshold
o The threshold markings
o The threshold lights
o The runway end identifier lights
o Visual approach slope indicator
o The touchdown zone
o The touchdown zone markings
o The touchdown zone lights
o The runway
o The runway markings
o Runway lights
o Approach lighting system, EXCEPT: Can only descend to 100’ above TDZE using the approach lights as
a reference unless the red terminating bars or the red side row bars are also distinctly visible and
identifiable.

CLEARANCE LIMIT (91.185c (3)):

Clearance limit defined=The fix, point, or location to which an aircraft is cleared when issued an air
traffic clearance. Only leave a clearance limit when:
- If clearance limit is a fix from which an approach begins (AN IAF), commence descent or descent and
approach as close as possible to the expect further clearance time if one has been received, or if one has
not been received, as close as possible to the estimated time of arrival as calculated from the filed or
amended estimated time enroute.
-If clearance limit is not a fix from which an approach begins, leave the clearance limit at the EFC time if
one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a
fix from which approach begins and commence descent or descend and approach as close as possible the
estimated time of arrival as calculated from the filed or amended estimated time enroute.

WHEN IS A PROCEDURE TURN NOT REQUIRED? AIM 5-4-9

- When there is a “NoPT” remark at the IAP
- Otherwise directed by ATC
- Radar vectored to final
- Timed approaches from a holding fix
- Holding or Teardrop depicted in lieu of PT

HOW SO WE IDENTIFY A MISSED APPROACH POINT?

- Time from the final approach fix
- DME
- Cross radial
- DH
- Circling when you lose sight of the runway
What is a VDP, and how is it calculated?
-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
runway environment is clearly visible to the pilot.
-Essentially, it is the decision-making point whether we can make a normal safe approach and landing, or
if the field is still not in sight, we execute a missed approach because we could not use normal maneuvers
to a safe landing.
-Calculation: HAT (MDA-TDZE) / 300
EX: 900 / 300 = 3NM. At a DME of 3NM, this is our VDP point

What is the 3-1 rule, and how is it calculated?

- The 3-1 rule is a tool used for descent planning when you are at altitude
- It is calculated by multiplying how many feet you want to lose (minus the zeros), and multiplying by 3
EX: Cruise flight at 10,000 and a TPA of 1200
-Need to lose 8800 feet (drop the zero’s): so, 88 x 3 = approximately 26 miles
-SO, from 26 miles from your destination begin a descent at a rate that you calculate (see below)

How do you calculate 3° glideslope?

-Airspeed / 2 = FPM (add a zero to the calculated number)
EX: 140 KIAS / 2 = 700 FPM

WEATHER
How do prefer to obtain a weather briefing?
-Online: which web sites so you use? Which products and why? Why not others?
You will be expected to read various preprinted charts, describe main elements, TAF, METAR, winds
aloft, prog, wx depiction
-By Telephone
What do you ask for? What type briefing? Specific products TAF, METAR, area forecast, notams, airmets
sigmets, pireps. Explain these products. How do they apply to different situations?
If your entire route is forecast to be IFR, what specific information should you request? (where
would you go to find VFR WX in an emergency) Would you have fuel to get there? If not, what would your
options be?
What are the four types of structural icing?
-Clear, rime, mixed, frost AC 00-6A
What should you do if you encounter icing conditions
-Request a change of course and/or altitude AC 00-06A
What aircraft characteristics will be observed in the following wind shear situations?
-Increase in headwind – As a tailwind shears to a headwind an increase in airspeed and altitude occurs
along with a nose up pitching tendency. The usual reaction is to reduce both power and pitch. This can be
dangerous if the aircraft suddenly encounters a downdraft and tailwind. Now the situation demands the
exact opposite of the pilot’s initial reaction
-Decrease in headwind – As a headwind shears to a calm or tailwind, pitch decreases, airspeed decreases,
and a loss of altitude occurs. The required action is more power and a higher pitch attitude to continue a
climb or remain on the glide slope
What would you do when you experience a wind shear event?
– Immediate Go Around.
To whom and how would you report a wind shear encounter?
-To the controller. Loss or gain of airspeed and altitude, distance from airport. AIM 7-1-24
When temp. and dew point are close together (within 5°), what type of weather is likely?
-Visible moisture in the form of clouds, dew, or fog
State two basic ways fog can form.
-Cooling air to the dew point and adding moisture to the air
Name several types of fog.
-Radiation, Advection, Upslope, Precipitation –induced, and Ice fog AC 00-6A
Define/describe EFAS and HIWAS
What is RVR?
-RVR = runway visual range. Where do you find it? When do you need it?
Explain the several types of icing. When and how they form? How to avoid, how to eliminate
it after it forms, dangers associated.

SITUATIONAL AWARENESS
What is situational awareness?
What 4 elements are taken into consideration with situational awareness?
-Pilot - Aircraft -- Environment -- Type of operation
What are some of the elements, inside and outside the aircraft, that must be considered to maintain
Situational Awareness?
-A/C systems, pilot and pax, Environmental conditions, spatial orientation of the a/c, relationship to
terrain, traffic, wx, and airspace
What are some of the obstacles to maintaining situational awareness?
-Fatigue, stress, work overload. Distractions- minor issue diverting attention and pilot fails to maintain
control of a/c
What are some “operational pitfalls”?
-Peer pressure, mindset, get-there-it is, descent below minimums, scud running, vfr into ifr, getting
behind a/c, loss of positional/situational awareness, inadequate fuel reserves, flying outside the envelope,
neglect of preflight planning/inspections/checklists

SUPPLEMENTAL INFORMATION TO REVIEW

BASIC VFR WEATHER MINIMUMS

AIPSACE
FLIGHT VISIBILITY DISTANCE FROM CLOUDS

OXYGEN REQUIREMENTS 91.211

- Cabin pressure altitudes of 12,500’ up to and including 14,000’ MSL, required minimum flight crew
provided and use O2 for that portion of the flight greater than 30 minutes
- Cabin pressure altitudes above 14,000’ minimum flight crew provided and use O2 entire flight
- Cabin pressure altitudes above 15,000’

DECIDE MODEL I’M SAFE CHECKLIST

D-Detect I-Illness
E-Estimate M-Medication
C-Choose S-Stress
I-Identify F-Fatigue
D-Do E-Emotion/Eating
E-Evaluate

REQUIRED DOCUMENTS * AIRCRAFT AIRWORTHINESS

A-Airworthiness Certificate A-annual inspection
R-Registration V-VOR checks every 30 days
R-radio license (international Flight only) I-100 hour inspections (for hire only)
O-operating limitations (placards, POH) A-AD’s (one time and re-occurring)
W-weight and balance T-Transponder (24 months)
E-ELT (12 months, ½ shelf life of battery, 1 hour of use)
S-Pitot/Static System) (24 calendar months)
TRANS CODES MODE C TRANSPONDER REQUIREMENTS 91.215
1200- VFR Class A, B, and C airspace
7500-HIJACK Within 30 NM of class B
7600-LOST COMM Above the ceiling within the lateral boundaries of class B or class C up to
7700-EMERG 10,000’ MSL
ALL airspace at and above 10,000’ MSL, excluding that airspace below 2,500’
AGL

VOR SERVICE VOLUMES and FREQUENCIES:

-VHF Frequencies between 108.0-117.95 MHz
-Terminal VOR: 1,000’-12,000’ 25NM radius
-Low Altitude VOR: 1,000’-18,000’ 40NM radius
-High Altitude VOR: 1,000’-14,500’ 40NM; 14,500’-18,000’ 100NM; 18,000’-45,000’ 130NM; 45,000’-60,000’
100NM radius

WHAT ARE THE 3 DEFINIATIONS OF NIGHT, AND WHAT THEY ARE USED FOR?
- Sunset (91.209): Beacons go on (plane and airport)
- Evening civil twilight (1.1): Generally, 30 minutes after sunset (30 minutes before sunrise), this is used
for logging night flight
- 1 hour after sunset to 1 hour before sunrise (61.57b): If not night current, must be on the ground 59
minutes after sunset. This time however is where we can gain our night passenger currency by:
o 3 takeoffs and landings to a full stop, acting as sole manipulator of the controls, and aircraft was same
category, class, and type if type was required

COMPASS ERRORS ACCELERATION ERRORS TURNING ERRORS

V-Variation (True vs. Magnetic) A-Accelerate O-Overshoot
D-Deviation (magnetic interference) N-North S-South
M-Magnetic dip (pulls towards earth) D-Decelerate U-Undershoot
O-Oscillation (turbulence, combination) S-South N-North
N-Northerly Turning Errors (OSUN)
A-Acceleration Errors (ANDS)

NDB/ADF Approaches and navigation, if your aircraft has the working equipment and the airport has
working equipment. This information and the requirement is being removed from the Knowledge test and
ACS, and many NDB units are being discontinued if not already eliminated. IF it is not in the aircraft or
not working and marked INOP you will not be tested on this during the Checkride. The DPE might
explore your knowledge of the approach if its known the airport has one and or you have the equipment
even if the airport does not have a working equipment. This is more to see if you least know your aircraft
or what is available not a grab to fail you.