FAA Instrument Rating flashcards

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

Instrument currency requirement

Within the preceding 6 calendar months, a pilot must log 6 instrument approaches, holding procedures and tasks, and intercepting/tracking courses through an electronic navigation system to act as PIC under IFR.

Instrument proficiency check

If instrument currency has lapsed for more than 6 calendar months, the pilot must complete an instrument proficiency check or an instrument practical test before acting as PIC under IFR.

Alternate airport requirement

An IFR flight plan must name an alternate unless the destination has an approved approach and the forecast from 1 hour before to 1 hour after ETA is ceiling at least 2,000 ft and visibility at least 3 SM.

Standard alternate minimums

For a precision approach, the alternate requires ceiling 600 ft and visibility 2 SM; for a non-precision approach, ceiling 800 ft and visibility 2 SM, unless higher published minimums apply.

IFR fuel requirement

An IFR flight must carry enough fuel to fly to the first airport of intended landing, then to the alternate, then for 45 minutes at normal cruising speed.

Pitot-static check interval

The altimeter and static system must be inspected and tested within the preceding 24 calendar months for IFR flight, per 14 CFR 91.411.

Transponder check interval

The transponder and altitude reporting equipment must be inspected and tested within the preceding 24 calendar months for IFR flight, per 14 CFR 91.413.

VOR check interval

If a VOR is used for IFR navigation, a VOR check must be accomplished within the preceding 30 days and logged, unless the aircraft has an approved IFR GPS.

Blocked pitot tube

A blocked pitot tube causes the airspeed indicator to behave like an altimeter: it indicates a climb in a climb and a descent in a descent, while the altimeter and VSI remain normal.

Blocked static port

A blocked static port makes the airspeed indicator read like an altimeter, the altimeter freeze at the altitude where blockage occurred, and the VSI read zero.

Alternate static source

The alternate static source provides static pressure from inside the cabin when the normal static port is blocked, and readings may be slightly in error.

Vacuum system failure

A failed vacuum pump typically disables the attitude indicator and heading indicator, while the electrically driven turn coordinator and the pitot-static instruments remain usable.

Heading indicator preflight

The heading indicator must be set to the magnetic compass during taxi and rechecked before takeoff, because it precesses and drifts during flight.

Altimeter setting error

A 1 inHg error in the altimeter setting produces approximately 1,000 ft of altitude error, so the current local setting must be set before flight.

IFR required equipment

Under 14 CFR 91.205(d), IFR flight requires generator/alternator, radios, gyroscopic rate-of-turn indicator, slip-skid indicator, sensitive altimeter, clock, attitude indicator, heading indicator, and alternate static source if applicable.

GPS approach preflight

Before an RNAV approach, verify the database is current, the approach is in the database, RAIM is available, and the aircraft is approved for the LPV, LNAV/VNAV, or LNAV minimums used.

CRAFT clearance items

A clearance contains Clearance limit, Route, Altitude, Frequency, and Transponder code; the pilot must read back the clearance limit, route, altitude, and frequency.

Cruise altitude rule

On an IFR flight in controlled airspace, fly odd thousands for magnetic courses 0–179° and even thousands for 180–359°, adding 500 ft for VFR-on-top.

Standard holding pattern

A standard holding pattern uses right turns, with the inbound leg flown on the holding radial or course; the outbound leg is timed so the inbound leg is 1 minute at or below 14,000 ft MSL.

Holding entry procedures

Direct entry applies within 180° of the holding course on the inbound side; parallel entry applies from the outbound side within 180°; teardrop entry applies from the outbound side at an angle greater than 180°.

Approach clearance

An approach clearance authorizes the pilot to fly the published approach; descend to the minimum altitude for each segment only when established on that segment.

Missed approach procedure

Unless ATC issues alternate instructions, execute the published missed approach: climb to the missed approach altitude and fly the published course, not turning before the MAP unless specified.

Lost communications IFR

In VFR conditions, continue under VFR and land as soon as practicable; in IMC, fly the assigned route and altitude, then the expected route, then the filed route, and hold at the clearance limit.

Altitude reporting above 18,000

At or above 18,000 ft MSL, set the altimeter to 29.92 inHg and report altitude as a flight level; below 18,000 ft, use the local altimeter setting.

Instrument scan pattern

Use a cross-check pattern with the attitude indicator as the primary reference, then airspeed, altimeter, heading, VSI, and turn coordinator; avoid fixating on one instrument.

Standard rate turn

A standard rate turn is 3° per second, so a 180° turn takes 60 seconds and a 360° turn takes 2 minutes; use the turn coordinator to establish and maintain it.

Constant-airspeed climb

In a constant-airspeed climb, pitch controls airspeed, power controls rate of climb, and trim is used to relieve control pressure; the altimeter and VSI show a steady climb.

Constant-airspeed descent

In a constant-airspeed descent, reduce power, lower the nose to maintain airspeed, and trim; pitch adjustments maintain airspeed as power changes.

Nose-high unusual attitude

For a nose-high unusual attitude, lower the nose and add power to recover, then return to straight-and-level flight before resuming navigation.

Nose-low unusual attitude

For a nose-low unusual attitude, reduce power, level the wings, and gently raise the nose to recover, avoiding excessive pitch that could cause a secondary stall.

Partial panel recovery

With the attitude or heading indicator failed, use the turn coordinator, altimeter, airspeed, and VSI, make small control inputs, and use timed turns at standard rate.

Final approach course tracking

Intercept and track the final approach course using the CDI or HSI, fly the published altitudes and descent gradients, and use the glide slope or vertical guidance when available.