FAA Instrument Flight Instructor (FII) flashcards

ILS localizer frequencies are paired with specific DME (Distance Measuring Equipment) channels, enabling automatic tuning of the DME when the localizer frequency is selected.

• Localizer frequencies are VHF, DME channels are UHF.
• The pairing allows DME to provide distance to the localizer (or VOR) facility.
• Automatic tuning simplifies pilot workload.

Memory trick: Tune the Localizer, DME Joins the Party.

LNAV+V (Lateral Navigation with advisory Vertical guidance) is a GPS approach capability that provides a computed vertical path for advisory use, typically based on WAAS data, but does not offer the precision of LPV minimums.

• Provides a descent path to or above the MDA.
• Does not meet precision approach standards.
• Often used when LPV is not available or not selected.

Memory trick: LNAV+V, vertical advisory, but not LPV.

If the runway environment is not in sight at the Visual Descent Point (VDP) on a non-precision approach, the pilot must continue the approach at or above the Minimum Descent Altitude (MDA) until reaching the Missed Approach Point (MAP).

• VDP is for visual descent initiation, not a mandatory missed approach point.
• If no visual at VDP, continue at MDA to MAP.
• Missed approach is executed at MAP if visual references are still not acquired.

Memory trick: VDP is a Viewpoint, not a Verdict Point.

The 'NoPT' (No Procedure Turn) notation within a Terminal Arrival Area (TAA) signifies that a procedure turn is not required when cleared for the approach and established on the depicted 'NoPT' segment.

• Simplifies approach entry within the TAA.
• Eliminates the need for a course reversal.
• Applies when established on the initial approach segment and cleared for the approach.
• Often associated with RNAV (GPS) approaches.

Memory trick: NoPT means No Problem, Fly Straight.

A clearance to 'cleared for the approach' or 'cleared ILS Runway XX approach' means the pilot is authorized to execute the entire published instrument approach procedure.

• Includes all segments: initial, intermediate, and final.
• Includes any depicted course reversals (e.g., procedure turns) unless specifically omitted.
• Does not authorize descent below minimum altitudes for each segment until established.

Memory trick: Clear for the approach, follow the chart's full course.

If the glideslope fails during an ILS approach and LNAV minimums are published, the approach reverts to a non-precision localizer-only approach, and the pilot uses the LNAV (or LOC) MDA.

• ILS becomes a localizer-only approach.
• Pilot uses published LNAV (or LOC) Minimum Descent Altitude (MDA).
• Decision Altitude (DA) is no longer applicable.
• Lateral guidance is still provided by the localizer.

Memory trick: Glideslope Gone? Go Low, but Stay on the Localizer.

The reliability of the Wide Area Augmentation System (WAAS) signal directly affects the availability of higher precision RNAV (GPS) approach minimums. Unreliable WAAS means LPV and WAAS-dependent LNAV/VNAV minimums are unavailable, and pilots must plan to use LNAV minimums.

• LPV and LNAV/VNAV (WAAS-dependent) require reliable WAAS.
• Unreliable WAAS means these minimums are not available.
• LNAV minimums do not require WAAS and remain available.

Memory trick: WAAS is the Key for Precision GPS.

Approach categories are determined by an aircraft's 1.3 times the stalling speed in the landing configuration (Vso) at the maximum certificated landing weight, dictating applicable minimums for instrument approaches.

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

Memory trick: Speed Groups: A-B-C-D-E, Faster Speeds, Higher Letters.

An 'A' in a black triangle symbol in the notes section of an instrument approach plate signifies that non-standard alternate minimums are applicable for that airport.

• Indicates non-standard alternate minimums.
• Requires pilots to consult the 'Alternate Minimums' section of charting publications.
• Crucial for IFR flight planning and alternate airport selection.

Memory trick: The 'A' in a Triangle means Alternate, but Check the Special Rules.

A procedure turn or hold-in-lieu-of-procedure-turn is not required when ATC clears a pilot 'direct to the FAF' and the aircraft can be established on the final approach course without performing a course reversal. This type of clearance implicitly cancels the need for the charted procedure turn.

• ATC clearance 'direct to FAF' can omit procedure turn.
• Aircraft must be able to intercept final course without reversal.
• Applies even if 'NoPT' is not charted.
• AIM 5-4-9 details procedure turn exceptions.

Memory trick: Direct to FAF? No Turn, Just Go.

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.

A VOR receiver accuracy check using a VOT (VOR Test Facility) requires the CDI to center with specific OBS indications of 0 degrees ('TO') or 180 degrees ('FROM').

• VOTs transmit a 360/0 degree radial omnidirectionally.
• Centered CDI with 'TO' should show 0° (or 360°).
• Centered CDI with 'FROM' should show 180°.

Memory trick: VOT's 360 TO, 180 FROM, for a perfect view.

A 'HOLD' indication on an aircraft's DME display, especially when tuned to the correct frequency and within expected service volume, usually signifies that the ground-based DME facility is inoperative, unmonitored, or experiencing intermittent signal issues.

• DME 'HOLD' means no valid ground signal received.
• Indicates ground facility issue (inoperative, unmonitored).
• Not typically caused by aircraft unit failure or tuning error (if ILS is working).
• Requires pilot to rely on other navigation or execute missed approach if critical.

Memory trick: DME Holds? Ground Control's Cold.

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.

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.

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.

To estimate the required descent rate for a 3-degree glidepath, multiply your ground speed (in knots) by 5. This provides the approximate vertical speed in feet per minute (FPM).

• Applicable for approximating descent rate on non-precision approaches from FAF to MDA.
• Based on a standard 3-degree glidepath.
• Formula: Ground Speed (knots) × 5 = Descent Rate (FPM).

Memory trick: Five Times the Ground Speed, for a Smooth Descent.

AIRMETs (Airmen's Meteorological Information) are weather advisories for all pilots concerning weather phenomena that are potentially hazardous to aircraft, but do not meet SIGMET criteria.

• Issued for moderate hazards over widespread areas.
• Updated every 6 hours or as needed.
• Three types: Sierra (IFR/Mountain Obscuration), Tango (Turbulence), Zulu (Icing/Freezing Level).

Memory trick: Pilots Use SIGMETs And AIRMETs for Warnings