Instrument Rating flashcards

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

IFR alternate weather rule

A destination alternate is required unless the forecast 1 hour before through 1 hour after ETA shows ceiling at least 2,000 feet and visibility at least 3 statute miles.

Standard alternate minimums precision

For a precision approach, the alternate airport must have a ceiling of at least 600 feet and visibility of at least 2 statute miles, unless higher published minimums apply.

IFR fuel requirement

Under 14 CFR 91.167, carry enough fuel to fly to the destination, execute an approach, fly to the alternate if required, and then fly 45 minutes at normal cruise.

Instrument rating hour requirements

14 CFR 61.65 requires 50 hours cross-country PIC, 40 hours actual or simulated instrument time, and 15 hours of instrument instruction with an authorized instructor.

ARROW documents

Aircraft must carry Airworthiness certificate, Registration, Radio station license for international flight, Operating limitations, and Weight and balance data.

IFR VOR check interval

VOR receiver checks are required within 30 days before IFR flight; the check must be logged with date, place, bearing error, and signature, or a signed repair station record.

Takeoff alternate trigger

A takeoff alternate is required when departure weather is below landing minimums; it must be within 1 hour at normal cruise speed, using one-engine-inoperative speed for multiengine aircraft.

Departure climb gradient

Standard instrument departure climb gradient is 200 feet per nautical mile; if a procedure requires more, the pilot must verify aircraft performance can achieve it.

CRAFT clearance items

An IFR clearance contains Clearance limit, Route, Altitude, Frequency, and Transponder code; pilots should copy and read back all altitude and routing elements.

EFC meaning

Expect Further Clearance is the time a pilot can expect to leave a holding fix if radio communications fail or further clearance is delayed.

Cleared approach authorization

An approach clearance authorizes the pilot to fly the published approach and descend only on published segments after becoming established; last assigned altitude remains until established.

Lost comm route rule

Under 14 CFR 91.185, route is assigned, vectored, expected, or filed; altitude is last assigned, minimum IFR, or expected, whichever is highest.

Standard rate turn

A standard rate turn is 3 degrees per second, completing 360 degrees in 2 minutes; approximate bank angle equals true airspeed divided by 10 plus 5 degrees.

Primary instruments straight level

For straight-and-level flight, the attitude indicator is primary for pitch and bank; altimeter and heading indicator support pitch and bank, while airspeed supports power.

Nose-low unusual attitude

For a nose-low unusual attitude, reduce power, level wings, and gently raise the nose; avoid abrupt pull-up that could cause structural damage or a secondary stall.

Partial panel turn coordinator

With vacuum instruments failed, use the turn coordinator for bank, altimeter and airspeed for pitch and power, and magnetic compass for heading, allowing for compass errors.

RAIM check

RAIM predicts whether enough GPS satellites are available for integrity monitoring; if RAIM is unavailable, the pilot must use another approved navigation system for the approach.

VOR cone of confusion

The cone of confusion is a region directly above a VOR where CDI and TO/FROM indications are unreliable; maintain heading until clear before interpreting the course.

ADF relative bearing formula

Magnetic heading plus relative bearing equals magnetic bearing to the station; this formula helps track or home to an NDB using the ADF.

LPV approach minimums

Localizer Performance with Vertical guidance uses WAAS and can provide decision altitudes as low as 200 feet above touchdown, with visibility as low as one-half statute mile.

Approach category speed

Approach categories are based on Vref: A below 91 knots, B 91 through 120, C 121 through 140, D 141 through 165, and E above 165 knots.

Missed approach point

The missed approach point is where the pilot must begin the missed approach if the runway environment is not in sight; for precision approaches it is the decision altitude.

MDA vs DA

Minimum descent altitude is a lowest altitude for a nonprecision approach before descending; decision altitude is the height for a precision approach where a go-around is required if not visual.

Circle-to-land protected area

Circling approach minimums require remaining within the published circling radius for the aircraft category and maintaining visual reference with the runway environment.

Lost comm squawk code

Pilots experiencing lost communications should squawk 7600, attempt to reestablish contact on the last assigned frequency and 121.5, and follow 14 CFR 91.185.

Emergency squawk code

Squawk 7700 to declare an emergency; ATC can provide priority handling, and pilots should state intentions and fuel remaining when able.

Icing escape procedure

When icing is encountered, change altitude to find warmer air, request priority if needed, and be prepared to divert; do not wait for severe icing to develop.

Emergency descent

For an emergency descent, turn off autopilot, reduce power, extend speed brakes if available, descend at maximum safe rate, and squawk 7700 while announcing intentions.

IFR currency requirement

To remain IFR current, within the preceding 6 calendar months perform and log 6 instrument approaches, holding procedures, and intercepting and tracking courses through an approved method.

Instrument logbook entry

Log instrument time only when flight is conducted solely by reference to instruments; simulated instrument time requires a safety pilot or authorized instructor.

IPC requirement

An instrument proficiency check is required if a pilot has not been instrument current for more than 6 months; it may be conducted by a CFII, examiner, or approved check pilot.

Closing IFR flight plan

An IFR flight plan is closed by ATC after landing; pilots should not close it with flight service unless ATC instructs them to do so.