BR-ANAC-PCA-IFR flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

Instrument meteorological conditions

Meteorological conditions expressed as visibility, distance from cloud and ceiling below the minima prescribed for visual meteorological conditions. IFR flight is normally conducted in IMC and requires instrument qualification.

ATC clearance limits

An ATC clearance authorises flight under specified conditions but does not relieve the pilot-in-command of responsibility for terrain clearance, obstacle avoidance, wake turbulence separation or compliance with published minima.

Contingency fuel

Fuel carried in addition to trip fuel, typically five percent of trip fuel or fuel for five minutes holding at 1500 feet, whichever is greater, to cover unforeseen routing or weather deviations.

Final reserve fuel

Fuel required to hold for 30 minutes at 1500 feet above the destination alternate at holding speed, for turbine aircraft. It is the last fuel that may be used before declaring an emergency.

Point of no return

The point on the route where the fuel and time required to continue to destination equal the fuel and time required to return to the departure point, accounting for wind and endurance.

Cold temperature altimeter error

When the air is colder than ISA, the altimeter over-reads and the aircraft is lower than indicated, approximately four feet per 1000 feet per degree Celsius of ISA deviation.

VOR radial

A magnetic bearing measured from a VOR station. The course deviation indicator shows ten degrees full scale, and the TO/FROM flag indicates whether the selected course leads to or from the station.

ILS localizer sensitivity

The localizer provides lateral guidance with full-scale deflection at about 2.5 degrees each side of centreline. It becomes more sensitive as the aircraft approaches the runway threshold.

Glide path angle

The vertical guidance of an ILS normally set at three degrees, with an acceptable range of 2.5 to 3.5 degrees. The glide-path needle should be kept centred during the approach.

RAIM prediction

Receiver autonomous integrity monitoring checks that enough satellites are usable to detect a faulty signal. It must be predicted for the approach time and location before a standalone GPS approach.

ISA standard atmosphere

Sea-level temperature of 15 degrees Celsius, pressure of 1013.25 hectopascals, and a lapse rate of 1.98 degrees Celsius per 1000 feet up to the tropopause at 36,090 feet.

QNH versus QFE

QNH is the altimeter setting that makes the altimeter read altitude above mean sea level. QFE makes it read height above the aerodrome reference point.

Freezing rain hazard

Freezing rain indicates a warm, moist layer aloft over sub-freezing air below. It produces severe clear icing rapidly and should be avoided by climbing or descending out of the layer.

Microburst escape

On encountering a microburst, apply maximum power, pitch to the go-around attitude, and do not retract flaps until clear of the shear, since the aircraft may momentarily sink despite full power.

Time of useful consciousness

The time available to act effectively after loss of oxygen. It is roughly three to five minutes at 25,000 feet and 30 to 60 seconds at 35,000 feet.

Somatogravic illusion

A false sensation of climbing caused by rapid acceleration, which the inner ear interprets as a pitch-up. In IMC the pilot may pitch down in response, risking descent into terrain.

Somatogyral illusion

A false sensation of turning in the opposite direction after a prolonged constant-rate turn, caused by adaptation of the semicircular canals. The pilot must rely on instruments.

DECIDE decision model

A structured decision tool: Detect the change, Estimate the need to react, Choose the outcome, Identify actions, Do the actions, and Evaluate the results.

Blocked pitot tube

With the pitot blocked, the airspeed indicator behaves like an altimeter, reading higher in a descent and lower in a climb. Attitude and power must be used to control the aircraft.

Heading indicator precession

The heading indicator drifts because of bearing friction and earth rotation. It must be realigned periodically with the magnetic compass during straight and level flight.

Turn coordinator purpose

An electrically driven gyro that displays rate of turn and bank. It serves as the backup source of bank information if the vacuum-driven attitude indicator fails.

Standard holding pattern

Right turns with one-minute outbound legs below 14,000 feet and one and a half minutes above. Entry is direct, parallel or teardrop depending on the inbound heading.

Decision altitude

The altitude on a precision approach at which a missed approach must be initiated if the required visual reference has not been established. It is referenced to the altimeter.

Missed approach gradient

The standard climb gradient is 2.5 percent, about 200 feet per nautical mile. Turns must not be started before the published turning point unless the procedure permits.

LPV approach minima

Localiser performance with vertical guidance uses augmented GNSS to provide lateral and vertical guidance, with decision heights as low as 200 feet without ground-based vertical guidance.

Read-back requirement

Clearances, altitude instructions, headings, frequencies and runway assignments must be read back in full so that the controller can verify the instruction was correctly received.

MAYDAY versus PAN PAN

MAYDAY signals distress and immediate danger requiring priority. PAN PAN signals urgency, a serious situation that does not yet require immediate assistance. Both include callsign, position and intentions.

Lost communication squawk

The pilot sets transponder code 7600, continues under the last acknowledged clearance, and follows the published lost-communication procedures for the route and airspace.

Emergency frequency

121.5 megahertz is the civil emergency frequency, and 243.0 megahertz is the military equivalent. Distress calls are made on the assigned frequency or on 121.5.

Emergency descent procedure

Don oxygen masks, descend to 10,000 feet or the minimum safe altitude, whichever is higher, using idle power and speed brakes, and advise ATC of the descent.

Go-around procedure

Apply take-off power, pitch to the go-around attitude, retract flaps in stages, and follow the published missed approach. Announce the go-around to ATC.

Upset recovery sequence

Unload the wing by reducing angle of attack, roll to level with coordinated controls, then recover from the pitch upset. Abrupt or opposing control inputs must be avoided.