FAA Instrument Flight Instructor (FII) flashcards

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.

91.205(d) lists additional equipment required for IFR flight beyond day/night VFR, remembered by the mnemonic GRABCARD.

• G - Generator/alternator
• R - Radios (nav/comm appropriate for the route)
• A - Attitude indicator
• B - Ball (slip/skid indicator)

Memory trick: 'GRAB CARD before you go IFR' lists every extra instrument.

An instrument rating applicant must log a cross-country flight of at least 250 nm along airways or ATC-directed routing, including an instrument approach at each of three different airports using three different approach types.

• Minimum distance: 250 nautical miles.
• Must be flown along airways or ATC-directed routing.
• Requires approaches at three different airports.
• Must use three different kinds of approach procedures with different navigation systems.

Memory trick: '250 miles, 3 airports, 3 approach flavors.'

TAF change indicators describe how forecast conditions evolve: FM for rapid/permanent change, BECMG for gradual change, TEMPO for temporary fluctuations, and PROB30/PROB40 for probability of occurrence.

• FM: rapid, significant, permanent change at a specific time
• BECMG: gradual transition over a time range
• TEMPO: temporary conditions, each episode <1 hour, aggregate <half the period
• PROB30/40: probability (30% or 40%) of the described conditions occurring

Memory trick: FM=Full switch, BECMG=Becoming slowly, TEMPO=Temporary blips, PROB=Probably maybe

A combined navigation instrument that integrates a gyro-stabilized heading indicator with a course deviation indicator and course selector, providing an intuitive picture of aircraft position relative to a selected course.

• Combines heading indicator and CDI into one display
• Includes course selector (OBS) and TO/FROM indication
• Many HSIs also display glide slope deviation for ILS approaches

Memory trick: HSI = heading and course guidance married into one happy display

An SRM skill involving prioritizing and organizing multiple cockpit duties, especially under high workload, to ensure critical tasks are completed first.

• Prevents task saturation during high-workload phases
• Especially critical during approach/late changes
• One of six core SRM skill areas

Memory trick: ADM-TRAC: ADM, Task mgmt, Risk mgmt, Automation mgmt, CFIT awareness, situational awareness

The MSA depicted on an instrument approach chart provides 1,000 feet of obstacle clearance within 25 NM of a specified navigation facility or fix, for emergency use only.

• 1,000 ft obstacle clearance minimum
• 25 NM radius from the reference facility/fix
• Emergency use only, not for normal navigation or descent planning

Memory trick: '25 and 1,000' — MSA's emergency safety net.

RAIM is a GPS receiver function that checks satellite signal redundancy to detect and warn of position errors, essential for safely flying GPS-based instrument approaches.

• Requires adequate satellite geometry (usually 5+ satellites)
• Loss of RAIM before FAF requires aborting the GPS approach
• WAAS provides an equivalent integrity function (satellite-based augmentation)
• Pilots should check RAIM prediction during preflight planning

Memory trick: No RAIM, no aim — go missed, don't guess.

Per 61.39(a)(2), a passed FAA knowledge test is valid for 24 calendar months for practical test eligibility purposes.

• 24 calendar months from the month the test was passed
• After expiration, the applicant must retake the knowledge test
• Applies to all FAA airman knowledge tests, not just instrument

Memory trick: 'Two dozen months' to use your knowledge test before it expires.

Regulatory requirement to check VOR receiver accuracy within the preceding 30 days before flight under IFR using VOR navigation.

• VOT or ground checkpoint: ±4° tolerance
• Airborne checkpoint: ±6° tolerance
• Dual VOR cross-check: ±4° difference between the two indications
• Pilot must log date, place, bearing error, and signature

Memory trick: 'VOT gets 4, air gets 6' — ground checks are tighter

LPV (Localizer Performance with Vertical guidance) uses WAAS to provide precision-like lateral/vertical guidance to a DA; LNAV provides lateral-only guidance to an MDA.

• LPV requires a WAAS-capable GPS receiver
• LPV minimums can rival ILS (as low as 200 ft AGL)
• LNAV/VNAV uses barometric VNAV, different from LPV's WAAS vertical guidance

Memory trick: LPV = 'Like Precision Vertical' — flies just like an ILS.

14 CFR 91.205(e) requires DME or suitable RNAV equipment whenever VOR navigation is used for IFR flight at or above FL240.

• Applies at/above FL240 (24,000 ft MSL)
• Required only when VOR-based navigation is used
• A suitable RNAV system (e.g., IFR-approved GPS) satisfies the requirement

Memory trick: 'Above 240, DME or RNAV alone.'

A sea breeze is a local wind that blows from the sea toward the land during the day, caused by land heating faster than water and creating a local pressure gradient that draws cooler air inland.

• Occurs during the day due to differential heating
• Land has lower specific heat, warms faster than water
• Cooler air flows from sea to land at the surface
• Land breeze is the reverse, occurring at night

Memory trick: Daytime: sea breeze blows in; nighttime: land breeze blows out

When an aircraft cannot display RVR or RVR is not reported, pilots convert reported RVR values to statute mile visibility using the FAA standard conversion table.

• RVR 1600 = 1/4 SM
• RVR 2400 = 1/2 SM
• RVR 3200 = 5/8 SM, RVR 4000 = 3/4 SM, RVR 5000 = 1 SM

Memory trick: '24 hundred, half a mile' — memorize the key RVR-to-SM pairs.

Mode C transponders transmit pressure altitude referenced to 29.92 inHg (standard setting), which the ATC computer corrects using the current altimeter setting to display an approximate MSL altitude on the controller's scope.

• Mode C always references 29.92 inHg, not the local altimeter setting
• ATC computer applies correction for local pressure to display MSL altitude
• 14 CFR 91.217 requires the transponder-reported altitude and pilot's altimeter to be within specified limits

Memory trick: Mode C always speaks in 29.92—ATC's computer does the translating

Published instrument takeoff minimums are mandatory for Part 121, 125, 129, and 135 operators but are not legally required for Part 91 operations, though following them is strongly recommended for safety.

• Part 91 pilots are exempt from mandatory takeoff minimums
• Parts 121/125/129/135 must comply with published minimums
• Compliance is still a best practice even when not required

Memory trick: '91 skips the minimums, but shouldn't.'

Before descending below the MDA or DA on a straight-in approach, the pilot must meet three conditions relating to descent position, visibility, and visual reference.

• Aircraft must be continuously in a position to make a normal rate of descent to landing.
• Flight visibility must not be less than the minimum prescribed for the procedure.
• At least one specified visual reference (approach lights, threshold, runway markings, REIL, VASI, etc.) must be distinctly visible and identifiable.

Memory trick: 'Position, Visibility, Visual Reference' — the 3 keys below minimums.

RNAV systems use linear (distance-based) CDI scaling that narrows as the aircraft approaches the runway, while VOR CDI sensitivity is always angular (±10°) regardless of distance from the station.

• RNAV enroute sensitivity: ±5.0 NM full-scale deflection
• RNAV terminal sensitivity: ±1.0 NM full-scale deflection
• RNAV final approach segment sensitivity: ±0.3 NM full-scale deflection at the runway
• VOR sensitivity: always ±10° angular, regardless of distance

Memory trick: RNAV narrows like a funnel; VOR stays a fixed angle cone

14 CFR 91.9 requires pilots to comply with AFM operating limitations, including any restriction against flight into known or forecast icing conditions for aircraft not certificated for it.

• AFM limitations are legally binding under 91.9
• Aircraft not certificated for known icing must avoid such conditions
• Forecast conditions conducive to icing can constitute 'known icing' for planning purposes

Memory trick: 'AFM says no-go' when ice isn't part of the certification.

AIM-published speed limits for holding patterns based on altitude, applicable to all aircraft categories unless a charted holding pattern restricts speed further.

• MHA to 6,000 ft MSL: 200 KIAS
• 6,001 to 14,000 ft MSL: 230 KIAS
• Above 14,000 ft MSL: 265 KIAS
• Charted pattern airspeed restrictions override the standard table

Memory trick: 200 below 6, 230 to 14, 265 up high

A procedure turn is not required when ATC provides radar vectors to the final approach course, when 'NoPT' is charted on a feeder route, when in a holding pattern in lieu of a procedure turn already flown, or when conducting timed approaches from a holding fix.

• Radar vectors to final eliminate the need for a procedure turn
• Charted 'NoPT' routes bypass the course reversal
• Procedure turn provides course reversal/altitude loss when needed

Memory trick: 'Vectored means victory' — no PT needed when radar sets up final.

Due to magnetic dip, the compass gives false turn indications during acceleration/deceleration on northerly/southerly headings, remembered by the mnemonic ANDS: Accelerate North, Decelerate South.

• ANDS = Accelerate North, Decelerate South (Northern Hemisphere)
• Errors are most pronounced on headings of north and south
• Errors are minimal on east/west headings
• Caused by pendulous mounting of the compass card responding to dip

Memory trick: ANDS: Accelerate North, Decelerate South.

A personal self-assessment checklist pilots use before flight to evaluate physical and mental fitness to fly.

• Illness, Medication, Stress, Alcohol, Fatigue, Eating
• Part of Single-Pilot Resource Management (SRM)
• Complements the PAVE checklist for overall risk assessment

Memory trick: 'I'm Safe' before you fly—IMSAFE.

When two-way radio fails and the clearance limit is a fix from which an approach begins, the pilot departs the fix at the EFC time (or, if none, as close as possible to the filed ETA) to begin the approach.

• EFC time received: leave clearance limit at that time
• No EFC time: leave at filed/amended ETA
• Applies specifically when the clearance limit is an approach fix

Memory trick: 'EFC Equals First Chance' to leave the fix.

DME measures the direct line-of-sight (slant) distance to the station rather than the actual horizontal ground distance, causing a small overstatement of distance that is most significant when close to and high above the station.

• Slant range = √(altitude² + ground distance²)
• Error is negligible at typical en route distances
• Error becomes largest when directly over a high-altitude station

Memory trick: DME cuts the corner—it measures the diagonal, not the straight ground line

AIRMETs are advisories for weather hazards significant to light aircraft but less severe than SIGMETs, divided into three types identified by phonetic letters.

• Sierra: IFR conditions and mountain obscuration
• Tango: turbulence and sustained surface winds ≥30 knots
• Zulu: icing and freezing level heights
• Issued every 6 hours with updates as needed

Memory trick: Sierra=See low clouds, Tango=Turbulent winds, Zulu=Zero-degree ice

A psychological barrier to learning where a student creates plausible but false excuses to avoid confronting a real deficiency.

• Blames external factors instead of self
• Common barrier instructors must recognize
• Instructor should redirect focus to root skill gaps

Memory trick: RPRD: Rationalization, Projection, Reaction formation, Displacement — defenses that block growth

When ATC issues an IFR clearance with a void time, the pilot must depart by that time or the clearance becomes invalid, requiring prompt notification to ATC.

• Clearance is void if aircraft does not depart by the specified time.
• Pilot must not depart after the void time without a new clearance.
• Pilot must contact ATC within 30 minutes of the void time to report intentions.
• Failure to contact ATC may trigger search and rescue action.

Memory trick: 'Void by the clock, call within 30 or the block.'

When an alternate is required, IFR fuel planning must cover the flight to the destination, then to the alternate, then 45 minutes of additional flight at normal cruising speed (nonturbine aircraft).

• Applies when an alternate is required under 91.169(a).
• Reserve is 45 minutes for nonturbine, 30 minutes for turbine.
• If no alternate is required, only fuel to destination plus reserve is needed.

Memory trick: 'Destination, Divert, then Delay 45' keeps you legal and fueled.

91.3(b) permits the PIC to deviate from any regulation to the extent necessary to meet an in-flight emergency; a written report may be required afterward if requested.

• PIC has final authority and responsibility for the aircraft
• Deviation authority applies only 'to the extent required' by the emergency
• Written report required only if requested by ATC/Administrator per 91.3(c)

Memory trick: 'Emergency bends the rules, but paperwork follows if asked.'

An instructional technique where a skill is first demonstrated in its entirety, then broken down into smaller, manageable parts for individual practice, and finally reassembled and practiced as a complete whole.

• Effective for complex maneuvers.
• Provides context before focusing on details.
• Helps students integrate individual components into a cohesive skill.

Memory trick: Demonstrate, Explain, Practice, Evaluate.

A fundamental instructional technique where the instructor first explains and demonstrates a task, then the student performs the task under supervision, and finally performs it independently.

• Often used for practical skills.
• Emphasizes active student involvement.
• Closely related to the Demonstration-Performance method.

Memory trick: Teach and Show, Then Let Them Grow

One of the six core elements of Single-Pilot Resource Management, focusing on identifying, assessing, and mitigating hazards and risks during flight.

• Proactive identification of potential problems.
• Evaluation of the likelihood and severity of risks.
• Development of contingency plans to reduce risk.

Memory trick: CFIIs Always Make Wise Risk Decisions.

The second level of learning where a student comprehends and explains the meaning of information, not just memorizes it.

• Goes beyond rote memorization.
• Involves grasping the 'why' and 'how'.
• Essential for interpreting complex data like weather.

Memory trick: RUnning ACross Correlation is how we learn.

One of the Laws of Learning, stating that a vivid, dramatic, or exciting learning experience is more likely to be remembered than a routine or boring one.

• Emphasizes the impact of the learning environment.
• Helps create strong, lasting impressions.
• Useful for procedures requiring immediate, automatic responses.

Memory trick: REEPIR helps pilots learn.

An effective question that requires a student to apply learned knowledge or principles to a new situation, demonstrating a deeper understanding beyond mere recall.

• Promotes higher-order thinking skills.
• Requires problem-solving and critical analysis.
• Goes beyond rote memorization of facts.

Memory trick: Questions should be Relevant, Clear, and Thought-Provoking.

The hazardous attitude of acting quickly without thinking, often leading to reactive rather than proactive decision-making.

• Often characterized by 'Do something, anything, quickly!'
• Can lead to poor judgment and rushed actions.
• Counteracted by thinking before acting and planning ahead.

Memory trick: AIM IR, for better decisions.

The domain of learning concerned with intellectual capabilities, knowledge, and understanding. It involves mental processes like comprehension, analysis, and problem-solving.

• Focuses on 'thinking' and 'knowing'.
• Includes recall, comprehension, application, analysis, synthesis, and evaluation.
• Essential for understanding complex procedures and information.

Memory trick: Cognitive Affects Psychomotor.

The second level of the psychomotor domain, where the learner performs a skill from written or verbal instructions, or from memory, without needing to observe a demonstration.

• Focuses on independent execution of a skill.
• Requires recall of procedures and steps.
• Precedes accurate and precise performance.

Memory trick: I Must Push All Natural Limits

The domain of learning concerned with physical movement, coordination, and motor skills, including the performance of tasks requiring dexterity and precision.

• Involves physical actions.
• Affected by stress and fatigue.
• Requires practice for proficiency.

Memory trick: CAP-ture Knowledge, Feelings, and Skills

A characteristic of effective teaching that involves assessing student performance, providing timely and constructive feedback, and measuring progress towards learning objectives.

• Includes both formal and informal assessments.
• Feedback should be specific and actionable.
• Helps identify areas for improvement.

Memory trick: Prepare, Accept, Evaluate, Take Responsibility

An unconscious defense mechanism where an individual attributes their own unacceptable thoughts, feelings, or shortcomings to another person or external cause.

• Shifts blame away from oneself.
• Often used to protect self-esteem.
• Prevents self-reflection and learning.

Memory trick: Don't let Defense Mechanisms block your learning.

A psychological defense mechanism where individuals try to make up for real or imagined deficiencies by excelling in other areas or overemphasizing desirable traits.

• Used to protect self-esteem.
• Can manifest as over-eagerness or excessive effort.
• Often subconscious.

Memory trick: Don't Defend Yourself, Understand Psychology

A core element of Single-Pilot Resource Management that involves prioritizing, sequencing, and allocating attention to various flight-related tasks to prevent workload overload and ensure critical tasks are completed.

• Involves prioritizing tasks based on urgency and importance.
• Aims to prevent fixation on minor issues.
• Crucial for maintaining overall flight safety and efficiency.

Memory trick: CFIIs Always Make Wise Risk Decisions.

Questions designed to stimulate student self-assessment, critical thinking, and the identification of solutions, rather than just recalling facts or stating problems.

• Focus on 'how' and 'what if' scenarios.
• Encourage reflective thought.
• Lead to actionable insights for improvement.

Memory trick: Ask Smart, Learn Fast, Fly Better

Debriefing methods that encourage students to actively evaluate their own performance, identify strengths, and pinpoint areas for improvement, fostering critical thinking and responsibility for learning.

• Uses open-ended questions.
• Promotes active learning and ownership.
• Helps develop evaluative skills.

Memory trick: Debriefing is a learning conversation, not a lecture.

A technique in operant conditioning where an unpleasant stimulus is removed after a desired behavior occurs, thereby increasing the likelihood of that behavior being repeated.

• Not the same as punishment (which adds an unpleasant stimulus).
• Aims to increase a desired behavior.
• Often used in flight instruction to reinforce safe habits by removing undesirable consequences when correct actions are taken.

Memory trick: Positive and Negative Reinforcement help behavior CHANGE.

The second level of the cognitive domain, involving the ability to understand the meaning of information, interpret it, and grasp its significance.

• Goes beyond mere recall of facts.
• Involves translating, interpreting, and extrapolating.
• Precedes the ability to apply knowledge.

Memory trick: Kittens Can't Always Analyze, Evaluate, Create

The 'LNAV+V' annunciation on a WAAS-equipped GPS receiver during an RNAV (GPS) approach indicates that the system is providing advisory vertical guidance. This guidance is not approved for LNAV/VNAV or LPV minimums; the approach must be flown to LNAV (MDA) minimums.

• LNAV+V = advisory vertical guidance.
• Not approved for LNAV/VNAV or LPV minimums.
• Approach must be flown to LNAV minimums (MDA).

Memory trick: Plus V Means Advisory, Not Approved Descent.

To descend below the Decision Altitude (DA) or Minimum Descent Altitude (MDA) during an instrument approach, 14 CFR 91.175 requires the pilot to have the runway environment in sight and be in a position to make a normal landing. The 'runway environment' includes a list of specific visual references.

• Runway environment in sight.
• Aircraft in position for normal landing.
• Runway environment includes approach lights, threshold, runway, etc.
• Specific rules apply for descending below 100 feet AGL if only approach lights are visible.

Memory trick: See the Runway, Land it Right.

During an ILS approach, significant fluctuation or unreliability of the localizer signal indicates a loss of reliable lateral guidance. In such a situation, the pilot cannot continue the ILS approach and must either request an alternate approach or execute a missed approach.

• Localizer and glideslope are equally critical for ILS.
• Unreliable localizer means ILS approach cannot be continued.
• Pilot must request alternate approach or go missed.

Memory trick: Localizer Wiggles? Go Around or Change.

For a nonprecision approach, the minimum time required from the Final Approach Fix (FAF) to the Minimum Descent Altitude (MDA) is determined by the altitude to lose and the descent rate, provided the horizontal distance covered during this descent does not exceed the available segment length before the Missed Approach Point (MAP) or VDP.

• Calculate altitude to lose from FAF to MDA.
• Divide altitude loss by descent rate to get time.
• Ensure calculated time/distance allows reaching MDA safely before MAP/VDP.

Memory trick: Altitude Loss and Descent Rate Dictate Your Time.

To maintain a specific glidepath angle during an instrument approach, the required descent rate (in feet per minute) can be calculated using the aircraft's groundspeed. A common rule of thumb for a 3-degree glidepath is Groundspeed x 5. For other angles, adjust proportionally or use a more precise formula.

• Descent Rate = Groundspeed (knots) x 5 (for 3-degree glidepath).
• Adjust proportionally for other glidepath angles.
• Formula: Groundspeed (knots) * 100 * tan(glidepath angle).

Memory trick: Groundspeed Times Five, Then Adjust for Your Dive.

The time from the Final Approach Fix (FAF) to the Missed Approach Point (MAP) on an instrument approach is calculated by dividing the distance between these two points by the aircraft's ground speed.

• Formula: Time (hours) = Distance (NM) / Speed (knots).
• Convert hours to minutes by multiplying by 60.
• Crucial for timing non-precision approaches without DME or GPS.

Memory trick: Time is Distance over Speed, for the MAP.