FAA Instrument Flight Instructor (FII) flashcards

Turbulence is reported in PIREPs using standardized intensity categories (light, moderate, severe, extreme) based on aircraft reaction and occupant/object behavior.

• Severe: violent forcing against seat belts, objects tossed about
• Extreme: aircraft tossed violently, practically uncontrollable
• Moderate: definite strain against seat belts, loose objects dislodged

Memory trick: Severe throws you hard; Extreme makes you lose control.

A narrow band of active, often severe thunderstorms that forms ahead of and parallel to a fast-moving cold front.

• Nonfrontal in nature though associated with cold front passage
• Can produce severe turbulence, hail, and tornadoes
• Often more hazardous than the cold front itself

Memory trick: Squall lines sprint ahead of the front like scouts bringing the worst weather first.

When flying from warm air into colder-than-standard air without correction, true altitude is lower than indicated altitude because cold, dense air compresses pressure levels closer together near the surface.

• 'High to low or hot to cold, look out below'
• No mechanical correction is built into standard altimeters for temperature
• Most significant hazard in cold weather operations near terrain/obstacles
• Cold temperature correction charts/tables should be applied on approach

Memory trick: Cold air squeezes you down — look out below!

Under the 1-2-3 rule, forecast weather at the ETA for an alternate must be at least 600-2 if a precision approach is available or 800-2 if only a nonprecision approach is available, unless the airport has no published standard alternate minimums.

• Precision approach alternate: ceiling 600 ft, visibility 2 SM
• Nonprecision approach alternate: ceiling 800 ft, visibility 2 SM
• Applies to forecast conditions at the ETA, not current conditions
• Part of the broader 1-2-3 rule for filing an alternate

Memory trick: '600-2 for precision, 800-2 for the rest.'

Feedback that is sincere, specific, timely, and focused on behavior rather than personality to help a student improve.

• Must be specific and actionable
• Should be given promptly after the observed behavior
• Focuses on performance/behavior, not the person
• Sincerity builds trust and receptiveness

Memory trick: SSPB: Sincere, Specific, Prompt, Behavior-focused feedback builds better pilots

Reports required at compulsory reporting points when an IFR aircraft is not in radar contact, containing position, time, altitude, and next fix ETA.

• Required only when not in radar contact
• Includes position, time, altitude, and ETA/name of next reporting point
• Also includes name of next succeeding fix if IFR

Memory trick: 'PTA-Next: Position, Time, Altitude, Next fix.'

A METAR remark indicating the peak wind speed and direction observed since the previous METAR, along with the time it occurred (UTC).

• Format: PK WND dddff/(hh)mm
• Reported when peak wind exceeds 25 knots since last METAR
• Time given in UTC, often just minutes if within the same hour

Memory trick: PK WND = the peak, not the present—look at the time stamp.

The point at which a pilot must execute the missed approach procedure if landing criteria are not met — DA for precision approaches, MAP for nonprecision approaches.

• DA = precision approach decision point
• MAP = nonprecision approach decision point
• Missed approach segment begins here per TERPS
• 14 CFR 91.175 governs required visual references

Memory trick: I Impress Fans Mightily — Initial, Intermediate, Final, Missed

Aircraft are grouped into approach categories A–E based on 1.3 Vso at maximum certificated landing weight, which determines applicable circling approach minimums.

• Category A: <91 kt
• Category B: 91–120 kt
• Category C: 121–140 kt
• Category D: 141–165 kt

Memory trick: A-B-C-D-E: 'A Bee Can Do Everything' faster each letter

Fog that forms when cold air moves over much warmer water, causing rapid evaporation and condensation just above the surface.

• Also called 'sea smoke' or 'arctic sea smoke'
• Common over lakes/oceans in cold weather
• Can cause significant low-level turbulence and icing

Memory trick: Steam rises when cold air steals warmth from water below.

The MOCA provides obstacle clearance for a route segment but only guarantees acceptable NAVAID signal reception within 22 NM of the VOR, unlike the MEA which guarantees both throughout the segment.

• MOCA = obstacle clearance for entire segment
• MOCA guarantees signal reception only within 22 NM of the VOR
• MEA guarantees both obstacle clearance and signal reception for the entire segment

Memory trick: '22 and Out' — MOCA's signal guarantee stops at 22 NM.

Pilots operating IFR must immediately report to ATC any malfunction of navigation, approach, or communication equipment occurring in flight, describing the equipment and impact on IFR capability.

• Report must be made immediately, not after landing
• Includes aircraft ID and equipment affected
• Includes degree to which IFR operation capability is impaired
• Includes nature and extent of assistance desired from ATC

Memory trick: 'ID it, degrade it, ask for aid' — the three parts of a malfunction report.

A TAA provides a transition from the en route structure to the terminal environment for RNAV approaches, divided into straight-in, left base, and right base sectors, each with its own minimum altitude.

• Three sectors: straight-in, left base, right base
• Each sector has a minimum altitude for obstacle clearance
• Depicted as a 'T' or modified shape on the approach chart

Memory trick: 'Straight, Left, Right' — the TAA's three sectors.

Skills progress through cognitive, associative, and autonomous stages as they move from effortful to automatic performance.

• Cognitive: understanding what to do
• Associative: practicing and refining technique
• Autonomous: skill becomes automatic, frees attention for other tasks

Memory trick: 'Cog-Assoc-Auto' — like learning to drive: think, practice, autopilot.

A training method using realistic flight scenarios to develop ADM, risk management, and decision-making skills in context.

• Integrates multiple skills into one realistic storyline
• Emphasizes real-world decision making over rote maneuvers
• Widely used in FAA-Industry Training Standards (FITS)

Memory trick: SBT = 'Story-Based Training'—flying inside a realistic story.

A hierarchy describing depth of learning from simple memorization to full integration with other knowledge.

• Rote = memorization without meaning
• Application = using knowledge in real situations
• Correlation = associating knowledge with other learning

Memory trick: RUAC: Rote, Understanding, Application, Correlation — climb the ladder

A standardized three-step verbal (and visual) procedure ensuring both pilots know exactly who is flying the aircraft at all times.

• Instructor says 'I have the flight controls'
• Student acknowledges 'I have the flight controls' (relinquishing)
• Instructor visually confirms before assuming control

Memory trick: Say it, hear it, see it — three steps to a safe handoff

An approach clearance authorizes descent only to the minimum altitude published for the segment currently being flown, progressing segment by segment.

• Descent authority is segment-specific, not immediate to MDA/DA
• Pilot must be established on a segment before using its minimum altitude
• Feeder route, intermediate, and final segments each have their own minimums
• Applies per AIM guidance on approach clearances

Memory trick: 'One segment at a time' — you earn each lower altitude by reaching it.

Under 91.169(c)(1), when no alternate minimums are published, standard minimums are 600-2 for airports with a precision approach and 800-2 for nonprecision-only airports.

• 600-2 = ceiling 600 ft, visibility 2 SM (precision approach available)
• 800-2 = ceiling 800 ft, visibility 2 SM (nonprecision only)
• Applies only when specific alternate minimums are NOT published

Memory trick: 'Six hundred, two, precision will do' — precision gets the lower minimum.

A fix that permits additional descent to a lower altitude (down to MDA) within a segment of a nonprecision approach once the aircraft has passed that fix, based on verified obstacle clearance.

• Located between the FAF and MAP
• Descent below the step-down altitude is not authorized until the fix is crossed
• Allows a lower MDA than would otherwise be published without it
• Identified by DME, GPS waypoint, or crossing radial/fix on the chart

Memory trick: Step down like stairs — one fix, one lower floor

A defined point on the final approach course of a straight-in nonprecision approach from which a normal descent from MDA to the runway touchdown point may begin, provided visual references are in sight.

• Marked on chart with a 'V' symbol
• Optional descent point, not mandatory
• Requires visual contact with runway environment before descending below MDA
• If visual references are not established at VDP, remain at MDA to the MAP

Memory trick: No sight, no descent — stay level till the MAP

An altimeter that transmits pressure altitude (referenced to 29.92 inHg) to the transponder for ATC altitude reporting, regardless of the pilot's altimeter setting.

• Always references 29.92 inHg internally
• ATC ground computer applies local altimeter correction
• Verified against pilot's altimeter every 24 months per 91.411/413

Memory trick: Encoders always speak '29.92' — ATC translates it for you.

A pilot-requested IFR approach procedure allowing the pilot to proceed visually to an airport with at least 1 SM ground visibility, remaining clear of clouds.

• Must be requested by the pilot, never assigned by ATC
• Requires reported ground visibility of at least 1 statute mile
• Airport must have a published instrument approach procedure
• Pilot must remain clear of clouds throughout

Memory trick: 'Contact = pilot's Choice, 1 mile, Clear of clouds.'

Thunderstorms progress through three stages: cumulus (updrafts only), mature (updrafts and downdrafts with precipitation), and dissipating (downdrafts dominate).

• Cumulus stage: continuous updraft, cloud builds vertically
• Mature stage: precipitation begins, most hazardous stage
• Dissipating stage: downdrafts dominate, precipitation decreases

Memory trick: Cumulus Climbs, Mature Makes rain, Dissipating Dies down.

The standard flight plan form requires specific identifying, performance, and safety information but does not include the pilot's certificate number.

• Includes aircraft ID, type, and true airspeed
• Includes route, destination, and cruising altitude
• Includes fuel on board, ETE, and alternate airport
• Includes pilot's name, address, and home base—not certificate number

Memory trick: 'ATTFAR' - Aircraft, TAS, True altitude, Fuel, Alternate, Route — no certificate number needed.

The freezing level can be estimated by linear interpolation between two reported temperatures at different altitudes in an FD forecast, finding the altitude where temperature crosses 0°C.

• Negative temperatures are prefixed with a minus sign; positive temps have no sign shown above certain levels
• Interpolate proportionally between two known temperature/altitude pairs
• Useful for anticipating icing risk and planning altitude changes
• Temperatures/winds are omitted near station elevation on FD forecasts

Memory trick: Find where the temp line crosses zero — that's your ice line

During two-way radio failure in IFR, pilots must fly the highest of the last assigned altitude, the MEA/MOCA, or the altitude ATC advised to expect for that route segment.

• Compare three altitudes for each route segment
• Fly the HIGHEST of the three, not an average
• Applies segment by segment along the route

Memory trick: 'MEA' — think 'Maximum of Each Altitude' when picking lost-comm altitude.

There are three standard holding entry procedures — direct, teardrop, and parallel — determined by the aircraft's approach bearing relative to the holding course.

• Direct entry: fly directly into the pattern turning outbound
• Teardrop entry: fly a 30° offset outbound heading on the holding side, then turn inbound
• Parallel entry: fly outbound parallel to the inbound course on the non-holding side, then turn to intercept inbound

Memory trick: 'Direct dives in, Teardrop tucks in 30°, Parallel runs alongside.'

Radiation fog forms over land on clear, calm nights with high relative humidity as the surface cools by radiational heat loss, chilling the adjacent air to its dewpoint.

• Requires clear skies and light/calm winds
• Forms overnight, typically over low-lying areas
• Usually dissipates by mid-morning as the sun heats the ground
• Can be dense enough to produce IFR conditions

Memory trick: Radiation fog = the ground shivers itself into a blanket overnight

Unstable air rises freely, producing cumuliform clouds, turbulence, showery precipitation, and good visibility except in precipitation.

• Cumuliform clouds with vertical development
• Turbulent, bumpy flying conditions
• Good visibility except in showers

Memory trick: Unstable air 'Ups and Bumps'—towering clouds and turbulence.

CAT is turbulence occurring in clear air, often associated with strong wind shear near the tropopause on the cold (polar) side of the jet stream, especially where the jet curves or changes speed abruptly.

• Jet stream: narrow band of strong winds near the tropopause
• CAT strongest where wind shear is greatest, not where wind speed is highest
• Cold/polar side of jet has the sharpest shear
• Cirrus clouds ('mares' tails') can be a visual clue to jet stream location

Memory trick: Shear, not speed, shakes the plane — look to the cold side of the jet

A flight instructor providing instrument training toward a rating must have logged at least 200 hours PIC, with at least 100 hours in the relevant category.

• Applies to instrument training for a rating or 61.65(d) cross-country
• 200 hours total PIC minimum
• At least 100 hours must be in airplane (if teaching airplane instrument)
• Or in helicopter if teaching helicopter instrument

Memory trick: '200 total, 100 in type' — the CFII must earn their stripes first.

Density altitude is pressure altitude corrected for temperature deviation from standard; higher density altitude significantly degrades aircraft performance.

• Standard temp decreases 2°C per 1,000 ft (ISA lapse rate)
• Approximate rule: add 120 ft density altitude per °C above standard
• High density altitude reduces lift, engine power, and propeller efficiency

Memory trick: Hot and high robs you of sky—density altitude steals performance.

An in-flight weather advisory for severe or embedded thunderstorms, lines of thunderstorms with hail ≥3/4 inch, surface winds ≥50 knots, or tornadoes.

• Issued for severe thunderstorm conditions specifically
• Valid for 2 hours, issued every hour with special updates
• Implies severe or greater turbulence, icing, and low-level wind shear

Memory trick: Convective SIGMET = 'Storms So Intense' with hail, wind, or tornadoes.

When the static port is obstructed, the airspeed indicator behaves like an altimeter, under-reading during a climb above the blockage point and over-reading during a descent below it.

• Static pressure freezes at the value present at the moment of blockage
• Airspeed = pitot pressure minus static pressure
• Altimeter and VSI freeze completely when static-blocked
• Alternate static source should be selected to restore accurate readings

Memory trick: 'Static stuck, speed's outta luck' — climb high, speed reads low.

To act as PIC under IFR or in IMC, a pilot must have performed within the preceding 6 calendar months at least 6 instrument approaches, holding procedures, and intercepting/tracking courses using navigational systems.

• 6 calendar months, not 90 days
• Must include 6 approaches, holding, and course intercept/tracking
• If lapsed >6 months, a 6-month grace period exists before an IPC is required

Memory trick: '6 in 6' — six tasks within six months keeps you IFR legal.

A properly conducted IPC that includes flight review content can satisfy both the IPC and flight review requirements simultaneously, if the instructor provides both endorsements.

• Requires inclusion of 61.56(a) flight review tasks
• Requires satisfactory performance by the pilot
• Requires the instructor to endorse for both events separately
• Saves time by combining two currency requirements into one flight

Memory trick: 'Two birds, one flight' — an IPC can knock out the flight review too.

Published climb gradients (ft/NM) must be converted to a required climb rate (fpm) based on groundspeed to ensure obstacle clearance during a missed approach or departure.

• Formula: Rate (fpm) = Gradient (ft/NM) × Groundspeed (kt) ÷ 60
• Higher groundspeed requires a higher climb rate for the same gradient
• Charts often provide gradient tables cross-referenced with groundspeed

Memory trick: 'Gradient times Ground, divided by Sixty' gives Growth rate.

A ground check using a VOR Test Facility (VOT) signal to verify VOR receiver accuracy per 14 CFR 91.171.

• Tolerance is ±4° for a VOT check
• CDI centers with FROM at 0° or TO at 180°
• Must be logged with date, place, and error in aircraft records

Memory trick: VOT = Very-Okay-Tolerance, up to 4 degrees.

An error in vacuum-driven attitude indicators where linear acceleration causes the erection mechanism to falsely display a nose-up (climb) attitude.

• Occurs during rapid acceleration, e.g., takeoff roll
• Caused by pendulous vane erection system reacting to inertial forces
• Deceleration produces the opposite false nose-down indication

Memory trick: Speed up, AI lies 'up' — just like compass ANDS on acceleration.

On upper-air constant pressure charts, height contours represent lines of equal geopotential height; their spacing indicates wind speed similar to isobars on surface charts.

• Closely spaced contours = steep gradient = strong winds
• Widely spaced contours = weak gradient = light winds
• Commonly analyzed at 500mb, 700mb, 850mb, and other standard levels

Memory trick: Tight lines on the chart mean tight winds in the sky.

An occluded front forms when a fast-moving cold front overtakes a slower warm front, lifting the warm air mass completely off the ground and combining both frontal weather characteristics.

• Cold front catches up to warm front
• Warm air mass lifted aloft
• Weather can include both stratiform and convective elements
• May produce severe, embedded thunderstorms

Memory trick: Occlusion = a cold front sneaking up and squeezing the warm front off the ground

Regulation requiring pilots to become familiar with all available information for a flight, including weather, fuel requirements, alternatives, and runway lengths.

• Applies to every flight, not just IFR
• Includes weather reports/forecasts and NOTAMs
• Includes runway lengths at airports of intended use
• Includes alternatives if the flight cannot be completed as planned

Memory trick: 'Runways, Reports, Reroutes' — know your runway, weather, and backup plan.

In conventional light aircraft, the vacuum system typically powers the attitude indicator and heading indicator, while the turn coordinator is electric and the pitot-static instruments are independent.

• Vacuum pump is usually engine-driven
• Powers attitude indicator and heading indicator gyros
• Turn coordinator is electrically powered as a backup source
• Vacuum failure is often first detected via a suction gauge or annunciator light

Memory trick: Vacuum feeds the 'A' and 'H' — Attitude and Heading, nothing else.

A risk-management framework categorizing flight risk factors into Pilot, Aircraft, enVironment, and External pressures.

• Pilot = fitness, recency, currency
• Aircraft = airworthiness, equipment, performance
• enVironment = weather, terrain, airspace, airports
• External pressures = get-there-itis, schedules, passengers

Memory trick: PAVE the way: Pilot, Aircraft, enVironment, External pressures

A flight instructor may not conduct more than 8 hours of flight training in any 24-consecutive-hour period, intended to reduce instructor fatigue.

• Limit applies to flight training, not ground instruction
• 24-hour period is a rolling window, not a calendar day
• Applies to all flight instructors including CFIIs

Memory trick: 'Eight is great, nine is a crime' for instructor flight hours.

A precision approach with lower minimums (DH as low as 100 ft, RVR as low as 1,200) requiring special authorization of the pilot, aircraft, and ground facility beyond standard Category I ILS requirements.

• DH as low as 100 feet AGL
• RVR as low as 1,200 feet
• Requires special pilot/aircraft/facility authorization (LOA or Ops Spec)
• Airport must have CAT II-standard approach lighting and ground equipment

Memory trick: CAT II needs a special 'key' — pilot, plane, and place all certified

Below FL180, pilots must use the current altimeter setting of a station along the route, updated periodically; at/above FL180, 29.92 is used.

• Below 18,000 ft MSL: use current station setting along route
• At/above FL180: set 29.92 inches Hg (standard)
• Use appropriate substitute setting if no station report available

Memory trick: 'Below 18, dial it in; at 18, dial 29.92.'

A brief delay in vertical speed indicator response caused by the time needed for pressure to equalize through the instrument's calibrated leak, sometimes producing a momentary reversed indication after abrupt pitch changes.

• Standard VSI has several seconds of lag
• Instantaneous VSI (IVSI) uses accelerometers to reduce lag
• Momentary reversed indication is normal, not a malfunction

Memory trick: The leak takes a beat to catch up—like a slow leak taking time to equalize

A microburst is an intense, localized downdraft that produces a rapid change from headwind to tailwind and a severe increase in sink rate, posing extreme hazard during takeoff and landing.

• Short duration, typically 5 minutes or less
• Can produce wind shear exceeding 45 knots differential
• Most hazardous during takeoff and approach phases

Memory trick: Microburst 'Micro but Mighty'—short but violently reverses wind and sinks aircraft.

Controllers vectoring aircraft onto the final approach course should use an intercept angle of no more than 30 degrees to allow a smooth, stabilized transition onto the approach.

• Maximum intercept angle is 30 degrees per controller procedures
• Vectors should allow the aircraft to intercept the final course before the FAF
• Excessive angles can cause overshoot or unstable approach setups

Memory trick: 'Thirty and Steady' keeps the intercept smooth.

Special VFR clearances require ground or flight visibility of at least 1 SM, clear of clouds, and ATC authorization; at night, the pilot must additionally hold an instrument rating and the aircraft must be equipped for IFR flight.

• Minimum 1 SM visibility (ground, or flight if no ground reporting)
• Aircraft must remain clear of clouds
• ATC clearance required to operate under Special VFR
• At night: pilot must be instrument-rated and aircraft IFR-equipped

Memory trick: 'Special VFR by night needs an instrument-rated sight.'

A flight instructor certificate may be renewed within the preceding 24 calendar months by passing a practical test, completing an approved FIRC, or meeting an acceptable pass-rate standard for students on first attempts.

• FIRC completion is a common renewal method
• Renewal window is 24 calendar months
• Alternative: pass a practical test for a certificate or rating
• Alternative: 80% first-attempt pass rate for at least 5 tests

Memory trick: 'FIRC keeps the CFI spark alive every 24 months.'

A TAF probability forecast group indicating a 30% chance of specified meteorological conditions occurring during a given time period.

• PROB30 and PROB40 are the only probability values used
• Not used within the first 6 hours of the TAF (per forecasting conventions)
• Represents a lower-confidence contingency, not a change group like BECMG or TEMPO

Memory trick: PROB30 is a coin flip minus—only 3 in 10 chances, plan but don't panic.

When two-way radio communications fail in IFR conditions, the pilot must fly a route determined by a specific priority order commonly remembered as AVEF: Assigned, Vectored, Expected, Filed.

• Assigned route takes priority if one was issued.
• If being vectored, fly direct to the fix/route/airway specified in the vector clearance.
• If neither applies, fly the route ATC advised to expect.
• If none of the above apply, fly the filed flight plan route.

Memory trick: 'AVEF: Aviators Voyage Every Flightplan' in priority order.

Failing to update the altimeter setting when flying from high to low pressure causes the true altitude to be lower than indicated, creating a hazardous situation near terrain.

• 'High to Low, Look Out Below'
• 'High to Low or Hot to Cold, look out below' includes temperature too
• Always update altimeter setting when crossing pressure regions
• Reverse situation (low to high) causes true altitude higher than indicated

Memory trick: High to Low, Look Out Below!

A nonprecision instrument approach in which ATC provides heading and recommended altitude information at each mile on final approach, based on radar, without vertical/glide path guidance.

• No glide path guidance provided (nonprecision)
• Controller gives recommended altitude at each mile on final
• Useful during airborne emergencies or navigation equipment failures
• Contrast: PAR (Precision Approach Radar) provides both azimuth and glide path

Memory trick: 'ASR: Altitude only, Straight-in Recommended' vs PAR: Precise All-the-way

Aircraft are grouped into approach categories (A-E) based on 1.3 times the stall speed in landing configuration at max landing weight, determining circling minimums.

• Category A: <91 knots
• Category B: 91-120 knots
• Category C: 121-140 knots
• Category D: 141-165 knots

Memory trick: 'A Big Cat Doesn't Ease' — A,B,C,D,E speed bands increasing.

A charted procedure turn or hold-in-lieu-of-PT may be omitted when ATC provides radar vectors to the final approach course, during timed approaches from a holding fix, or when the chart is annotated 'NoPT.'

• Radar vectors to final eliminate the need for a course reversal
• 'NoPT' annotation also removes the requirement on that route
• Course reversal is otherwise mandatory unless one of these exceptions applies

Memory trick: 'Vectored, Timed, or NoPT' skips the turn.

A pilot must immediately execute the missed approach procedure if required visual references are not present at the MDA/DA or the MAP, or if visibility drops below minimums.

• Applies at DA for precision approaches and MDA for nonprecision
• No level-off delay is authorized once conditions require a miss
• Also applies if visibility becomes less than published minimums en route
• Also applies to circling if the airport is not distinctly visible

Memory trick: 'No sight, no delay' — see nothing, go missed now.