Magnetic Compass: Taxi & Heading Checks

Magnetic Compass Taxi Check

• The magnetic compass during a taxi check, during taxi should swing freely and indicate known headings

Magnetic Compass Heading During Turns

• If rolling into a standard rate turn to the LEFT from an EAST heading in the Northern Hemisphere, with a smooth roll the compass indicates the approximate correct magnetic heading
• If rolling into a standard rate turn to the RIGHT from an EAST heading in the Northern Hemisphere, with a smooth roll the compass indicates the approximate correct magnetic heading
• If rolling into a standard-rate turn to the RIGHT from an SOUTH heading in the Northern Hemisphere the compass will indicate a turn to the right, but at a faster rate than actually occurring.
• If rolling into a standard-rate turn to the LEFT from an SOUTH heading in the Northern Hemisphere the compass will indicate a turn to the left, but at a faster rate than actually occurring
• If rolling into a standard rate turn to the RIGHT from a WEST heading in the Northern Hemisphere, with a smooth roll the compass indicates the approximate correct magnetic heading
• If rolling into a standard rate turn to the RIGHT from a NORTH heading in the Northern Hemisphere the compass initially indicates a turn to the left
• If rolling into a standard rate turn to the LEFT from a WEST heading in the Northern Hemisphere, with a smooth roll the compass indicates the approximate correct magnetic heading
• If rolling into a standard rate turn to the LEFT from a NORTH heading in the Northern Hemisphere the compass initially indicates a turn to the right

Pitot Tube Blockage

• If the pilot tube becomes clogged with ice during flight, only the airspeed indicator would be affected
• If both the ram air input and drain hole of the pitot system get blocked the indicated airspeed will increase, only when an actual climb rate is established
• If the airspeed indicator ram air input and drain hole are blocked, the airspeed indicator will react as an altimeter

Temperature Effects on Airspeed

• With constant power and indicated altitude, if the outside air temperature increases during a flight true airspeed and altitude will increase

VSI Indications with Icing

• If the static ports ice over during entry to descent from level the VSI pointer will remain at zero regardless of the actual rate of descent

Mach Meter Function

• A Mach meter presents the ratio of an aircraft's true airspeed to the speed of sound

Altimeter Preflight Check

• Prior to an IFR flight, check the altimeter by setting it to the current altimeter setting, with the indication being within 75 feet of field elevation for acceptable accuracy
• If departing from an airport where an altimeter setting is unobtainable, set the altimeter to the airport elevation

Altitude and Altimeter Setting

• Pressure altitude is indicated on the altimeter when set to 29.92" Hg
• The pressure altitude at a given location is indicated on the altimeter after it is set to 29.92" Hg
• Pressure altitude on an airport without a tower or FSS, is determined by setting the altimeter to 29.92" Hg and reading the altitude indicated
• To obtain pressure altitude on flights below 18,000 feet, set the altimeter to 29.92" Hg
• At an altitude of 6,500 feet MSL where the altimeter setting is 30.42" Hg, the pressure altitude is approximately 6,000 feet
• During an IFR flight in Class E airspace below 18,000 feet, ATC advises a pilot of the proper altimeter setting
• When assigned an IFR altitude of 18,000 feet or higher on a direct flight off airways, set the altimeter to the current reported setting for climb-out and 29.92" Hg upon reaching 18,000 feet
• Flying at FL 250 and ATC gives an altimeter setting of 28.92" Hg, the pressure altitude is 25,000 feet.
• En route at FL 290 where the altimeter is set correctly, but not reset to the local altimeter setting of 30.57" Hg during descent and the field elevation is 650 feet, the approximate indication upon landing is sea level
• En route at FL 290 where the altimeter is set correctly but not reset to the local altimeter setting of 30.26 in. Hg during descent and the field elevation is 134 feet, the indication after landing is 206 feet below MSL
• True altitude is lower than indicated altitude when the altimeter is set to 29.92" Hg in colder than standard air temperature
• When an altimeter is changed from 30.11" Hg to 29.96" Hg, the altimeter will indicate 150 feet lower
• The altimeter indicates a lower altitude than actually flown if outside air temperature is warmer than standard

Electric Gyro Instrument Check

• Before starting the engine, turn on the electrical power and listen for any unusual or irregular mechanical noise on the electric gyro instruments

Characteristics of a Gyro

• One characteristic of a properly functioning gyro depends on resistance to deflection of the spinning wheel or disc

Vacuum-Driven Heading Indicator Pre-Takeoff Check

• After 5 minutes, set the indicator to the aircraft's magnetic heading and check for proper alignment after taxi turns for a vacuum driven heading indicator before takeoff

Attitude Indicator Pre-Takeoff Check

• The horizon bar should erect and become stable within 5 minutes for the attitude indicator before takeoff

Unreliable Attitude Indicator

• During taxiing, an attitude indicator is unreliable if the horizon bar tilts more than 5° while making taxi turns

Vacuum-Driven Attitude Indicator & Coordinated Turns

• During coordinated turns centrifugal force is what moves the pendulous vanes of a vacuum-driven attitude indicator

Turn Coordinator Indications

• The rate of roll and rate of turn is what is displayed by the miniature aircraft of a turn coordinator

Turns

• A half-standard-rate turn takes 1 minute 30 seconds to turn 135°
• A half-standard-rate turn takes 4 minutes to turn 360°
• A standard-rate turn takes 1 minute to turn 180°
• A half-standard-rate turn to turn clockwise from a heading of 090° to a heading of 180° takes 1 minute
• A standard rate turn from a heading of 090° to a heading of 270° takes 1 minute

Leveling Off

• To determine the number of feet to lead the level-off from a climb to a specific altitude, use approximately 10 percent of the indicated vertical speed
• To level off from a descent should be lead by approximately 10 percent of the vertical speed at a specific altitude
• Altitude corrections of less than 100 feet should be corrected by using less than a full bar width on the attitude indicator

Instruments for Pitch Correction

• The attitude indicator, altimeter, and VSI instruments are used to make a pitch correction when deviating from the assigned altitude

Constant Airspeed Descent

• To enter a constant-airspeed descent from level-cruising flight and maintain cruising airspeed, reduce power and adjust the pitch using the attitude indicator as a reference to maintain the cruising airspeed
• Add power for level off 100 to 150 feet above the desired altitude to level off higher than the descent speed, assuming a 500 FPM rate of descent

Primary Instrument for Bank Control

• The attitude indicator provides the most pertinent information for bank control in straight-and-level flight

Pitch Instruments

• Besides the attitude indicator, the altimeter, airspeed indicator, and vertical speed indicator are pitch instruments too

Maintaining Level Flight

• To maintain level flight at constant thrust it's least appropriate to use the attitude indicator for determining the need for a pitch change

Inoperative Heading Indicator

• If the gyroscopic heading indicator is inoperative the primary bank instrument in unaccelerated straight-and-level flight is the magnetic compass

Primary Pitch Instrument

• An airspeed indicator is the primary pitch instrument during a stabilized climbing left turn at cruise climb airspeed

VOR/DME Inoperative

• When a VOR/DME is collocated under frequency pairings and the VOR portion is inoperative, the DME identifier will repeat at 30 second intervals at 1350 Hz

Pilot In Command & Instrument Rating

• To be pilot in command, an instrument rating is required only when operating under IFR, in weather conditions less than the minimum for VFR flight or in Class A airspace

IFR Flight Experience Requirements

• To meet the minimum instrument flight experience, within the preceding 6 calendar months in the same category of aircraft you must have logged six instrument approaches, holding procedures, intercepting and tracking courses through the use of navigation systems
• If a pilot's recent IFR experience expires on July 1st, the latest date the pilot can meet the IFR experience requirement without having to take an instrument proficiency check is December 31st

Commercial Pilot Limitations

• A commercial pilot without instrument rating is limited to 50 NM for hire cross country flights, carrying passengers for hire at night is prohibited

Equipment Requirements

• A VOR receiver and two-way communications with an operable coded transponder having Mode C capability equipment are required for IFR operation in Class B airspace

Class E Airspace & Visibility

• In Class E airspace at 9,500 feet MSL with VFR-on-Top clearance during daylight hours, visibility is 3 SM, 1,000 feet above, 500 feet below, and 2,000 feet horizontal
• The minimum flight visibility and distance from clouds for flight at 10,500 feet with a VFR-on-Top clearance during daylight hours in Class E airspace is 5 SM, 1,000 feet above, 1,000 feet below, and 1 mile horizontal

IFR Fuel Requirements

• The minimum fuel requirements in IFR conditions for the first airport of intended landing with a 1,500-foot ceiling and 3 miles visibility at flight-planned ETA is fuel to fly to the alternate, and fly thereafter for 45 minutes at normal cruising speed

Alternate Airport Requirements

• An alternate airport isn't required for an IFR flight if destination's ceiling and visibility are forecast to be at or above 2,000 feet and 3 miles within 1 hour before to 1 hour after the ETA
• Minimum weather conditions that must be forecast for ETA at an alternate airport having only a VOR approach with standard alternate minimums, includes an 800-foot ceiling and 2 statute miles visibility
• To avoid listing an alternate airport on an IFR flight plan when a standard IAP is available, the conditions that must exist at the destination airport include being from 1 hour before to 1-hour after ETA

Listing an Airport as an Alternate

• To list an airport as an alternate when the airport has no approved IAP, the ceiling and visibility at ETA must allow descent from MEA, approach, and landing, under basic VFR conditions
• For aircraft, the weather conditions for ETA at an alternate airport that has a precision approach procedure with standard alternate minimums, in order to list it as an alternate for the IFR flight it has to be 600 foot ceiling and 2 SM visibility
• The weather minimums that must be forecast at the ETA for an alternate airport with a precision approach procedure are a 600 foot ceiling and 2 statute miles visibility
• An airport without an authorized IAP may be included on an IFR flight plan as an alternate if the current weather forecast indicates that ceiling and visibility at the ETA will allow for a descent from the MEA, approach, and a landing under basic VFR conditions

Contiguous States Transponder Requirements

• Operable coded transponder equipped with Mode C capability is required in all controlled airspace at and above 10,000 feet MSL in the 48 contiguous states, excluding the airspace at or below 2,500 feet AGL.
• Operating transponders equipped with the altitude reporting capability is required in all controlled airspace, at and above 10,000 feet MSL, excluding at and below 2,500 feet AGL

Runway Lighting

• REIL, consists of a pair of synchronized flashing lights (one on each side of the runway threshold)

Runway Markings

• Arrows leading to the threshold mark indicate a displaced threshold on an instrument runway

"Runway Hold Position" Markings

• Identify where aircraft hold short of the runway on the taxiway

"No Entry" Sign

• Identifies a paved area where aircraft entry is prohibited

Visual Approach Slope Indicator Obstruction Clearance

• Safe obstruction clearance in the approach area is assured if the pilot remains on the proper glidepath of the VASI

VASI & Minimum Descent Altitude

• If on approach to a runway with an operating 3-bar VASI with all lights red at the MDA, level off momentarily to intercept the proper approach path

Tricolor Visual Approach Indicators

• A single unit projecting a three-color visual approach path constitutes the Indicator

Wind and Wake Turbulence

• Light quartering tailwind prolongs the hazards of wake turbulence on a landing runway for the longest period of time.
• A light crosswind of approximately 7 knots would have the upwind vortex tend to remain over the runway

Climbing & Descending on Airways

• Climb on the centerline of the airway except when maneuvering to avoid other air traffic in VFR conditions

IFR Flight Plan in VFR Conditions

• Gentle banks executed left and right at a frequency which allow continuous visual scanning of a space is what is expected of you as a pilot on an IFR flight plan if one is descending or climbing VFR
• When weather conditions permit, regardless of operating under IFR or VFR the pilot is responsible for avoiding other aircraft
• Upon entering VFR conditions under an IFR flight plan the pilot command assumes the responsibility to see and avoid other traffic

Flight Information

• The most current en route and destination flight information for planning an instrument flight should be obtained from the FSS.

NOTAMs

• The latest FDC NOTAM's can be obtained from FAA AFSS/FSS

ATIS Broadcasts

• ATIS broadcasts are updated upon receipt of any official weather, whether its content change or reported values
• The absence of the sky condition and visibility on an ATIS broadcast specifically implies a ceiling greater than 5,000 is feet and visibility is 5 miles or more

Composite Flight Plans

• When completing a composite flight plan, one should check VFR and IFR in block 1
• For determining the code for block 3, one should note DME, transponder, and RNAV on the flight plan form
• The altitude for block 7 of the flight plan should be the altitude for the first leg, if the IFR flight plan has three legs
• For determining time, total useable fuel on board of flight should be in block 12
• The point of first intended landing is the point at destination used to compute estimated time en route

Filing Flight Plans

• A composite flight plan may be filed any time a portion of the flight will be VFR.
• When filling a composite file where the first portion of the flight is IFR all points of transit from one way to another should be indicated on the flight plan

Transitioning from VFR to IFR

• Contact the nearest FSS, close the VFR portion, and request ATC clearance prior to transitioning to IFR
• Close your flight plan by radio or by telephone to any FSS or ATC facility upon landing your flight plan when your destination airport has IFR conditions and no tower or flight service station (FSS) on the field
• When ATC issues an IFR clearances, pilots should report back those parts that contain altitude assignments or vectors that require verification.
• An abbreviated IFR departure clearance includes the name for clearance limit, DP Name, Number, and/or Transition, if appropriate
• An abbreviated departure clearance "...CLEARED AS FILED..." will always contain the name of the destination airport filed in the flight plan
• When departing from an airport not served by a controlled tower, the issuance of a clearance containing a void time indicates the pilot must advise ATC as soon as possible, but no later than 30 minutes, of their intentions if not off by the void time
• If you get the reading cruise 6,000 it authorizes a pilot to conduct flight at any altitude from minimum IFR altitude up to and including 6,000
• If you get the clearance A "CRUISE FOUR THOUSAND FEET" clearance would mean that the pilot is authorized to vacate 4,000 feet without notifying ATC
• Should contact departure control in a takeoff from IFR with low ceilings when so advised by the tower
• One should be as rapidly as practicable to 1,000 feet above/below the assigned altitude, and then between 500 and 1,500 feet per minute until reaching the assigned altitude to comply with ATC instructions for altitude changes of more than 1,000 feet
• When the ATC has not imposed any climb or descent restrictions and aircraft are within 1,000 feet of assigned altitude, pilots should attempt to both climb and descend at a rate of between 500 feet per minute and 1,500 feet per minute
• Reports should be made to ATC without a specific request when not in radar contact, when leaving final approach fix in bound on final approach

IFR Planning Purposes & VORTAC

• For IFR planning purposes the compulsory reporting points are fixes selected for route defining, when using VOR/DME or VORTAC to define routes

Radar Contact Signification

• You identified on the radar display and are provided flight following until radar identification gets terminated. That is what getting the ATC term Radar Contact term.

Tower Communications

• When you are required to establish communications with the tower (Class D airspace), if you cancel your IFR flight plan 10 miles from the destination: Before entering Class D airspace
• If a control tower and an FSS are located on the same airport, Airport Advisory Service is what function is provided by the FSS during these periods when the tower is closed
• Airport advisories service is provided for IFR arrivals if a FSS is located on an airport without a control tower
• Merely an advisory that indicates an emergency situation if possible should any undue delay occur- is what declaring "minimum fuel" imply to ATC

Entering into Holding

• The procedure you follow to execute upon approach to landing if getting into a holding pattern at a fix (that is not the same as the approach fix) with an EFC time of 1530. And at 1520 you experience a two way communications failure is you depart the holding fix at the EFC to commence and complete with the approach.

Lost Communication -IMC

• IMC, You are directed to change to the transponder to code 7600, continue flight on assigned route and fly at the last assigned altitude or the MEA, whichever is higher with have a two way radio communications failure/unless an emergency is presented

Lost Communication - VMC

• Continue the flight VFR under VFR and lane as soon as practical if there is a two way radio communications failure and VFR conditions during Flight
• Notify ATC of the failure and continue to the next airport of landing if a DME fails
• On the off change, at the 24,000 the DME malfunctions just tell ATC to keep going once you can notify and then you can get it fixed on the land.
• You report immediately to ATC, if that number one VOR malfunctions in all the airspace.
• It's good to know the limitation of the airspace which is that what class space would be presented in the row to you.

Wind Shear, VASI Glide Slope

• Maintaining a 3° glide slope with a constant wind has a shear increase on the ground speed.
• Maintain the Airspeed and the shear on your attitude, which increases the trend for a tendency above the glide slope

Timed Approaches

• Direct contact with the air authority or the tire has to have those direct contacts when a time push happens.
• The ceiling must have equivalent or greater when speaking of the time push is taking.
• The tower has control within operations when a time approach is taken place- It's just that something had been taken place and needed.

Missed Approach Procedures

• Proceed to the missed approach point at or above the MDA or DH before executing a turning maneuver. In an I am early when a person needs a miscalculated one's next cause it's going to be that I do and the rest of that time.
• Climb and turn right away from the landing side so it's just for a good approach.
• Arrival with the DH is important that all items are working and you do need to have it
• To the ILS if the light is off that person has to get a move out because they are not able to do and then the person has to let it get done
• 200 ft is the height of the glide slopes.
• For identifying, the middle's compass associates for the local identifier, it's key.

ILS Component Substitutions

• Compass locator or precision radar for substituting middle or outer marker when speaking out on ILS components
• Substituting Local minimum for an ILS should never have the slope being bad or wrong.
• A pilot can use VASI if the glide slope ends up with happening or working for you and you use the VASI just inform before take off.
• The plane can go up hill or on the ground can speed rate up while they are going up.

STAR

• The take of minis are not normal because of departure
• Established to IAP is not allowed in a sector unless informed otherwise by ATC or its public info

STAR Request

• You ask for it when appropriate unless something happens that the star is not going to be on there
• Make one of those procedures and that is the main thing you must have if the instrument needs to be there.
• If something is wrong one needs to switch the navigation.

Spatial Disorientation

• Body is what the process is when working spatial
• When you're getting the instrument to be there and getting every light on while driving

Coriolis force

• Coriolis deflects its rights from being parallel.

Surface Winds

• Winds that tend to the surface that cross the so bar.
• The stratified clouds for that development of which way that looks which tells the wind shift.
• It has to be more strong and sturdy so the strong winds that come out and see if it happens
• Flow separation in the frost is what is known and causes a loss in that lift area
• KBNA weather report entry for surface report for the KBNA is.

Wind Shift

• 42 minute range due to shift

Sky

• The Sky is over clouding the condition sky the vertical

Turbulence Intensity

• 6,000 Turbulence with rains.

TAF

• Primary to know the weather destination.
• Is shear for cast at the feet and is around 2 knots.

Radar Echo Intensity

• The wind would be set at the calmness.

Winds Exceeding

• P6SM is when it has to be expressed for all things at task while there.
• 3knots or less will get you a VRB to take off with.
• VORTAC to have the low flight on that road
• Is there a change of not crossing then crossing so that should not be put.
• The MEA is the right signal.

Altitude Limits

• Adequate is how the 1,000 and the height works
• They have to have MEA to cross well with the high min for the weather
• 4MN when taking off,
• At least make sure that those lights that a present it to get down there.

Chart Flight Procedures

• Always ask them about what is happening to the magnetic so you know where and how you will need to be.
• The VOR COP should be 30 due east.

IFR & VFR - Communication Lost Procedures

• Communications failure VFR to continue is when you just want to have normal talk.

Flight Conditions & Limitations

• MEA that always makes a great one to have and that is due the flight so the pilot is set and ready to flight