FAA Instrument Rating Airplane (IRA) flashcards

When flying a Localizer Back Course (LOC BC) using a standard VOR/LOC indicator (without an HSI or flight director set for back course), the Course Deviation Indicator (CDI) will exhibit reverse sensing. This means the needle's deflection indicates the direction opposite of where the course actually lies.

• Applies to standard VOR/LOC indicators on LOC BC approaches.
• Left CDI deflection means course is to the right.
• Right CDI deflection means course is to the left.
• HSI/flight director with back course mode provides normal sensing.

Memory trick: Back Course is Backward!

The maximum allowable bearing error when performing a VOR receiver check while the aircraft is in flight.

• Performed by tuning a VOR test signal or comparing with a known radial.
• Tolerance is ±6 degrees.
• Must be recorded in the aircraft logbook.

Memory trick: Ground is tight, Air is loose.

A standard instrument approach clearance authorizes the pilot to execute the entire published procedure, including any depicted course reversals (procedure turns or holding in lieu of).

• Includes all segments of the approach.
• Covers procedure turns or holding in lieu of PT.
• Does not require separate clearance for each segment.
• ATC may specify 'NoPT' or provide vectors instead.

Memory trick: Clearance to Approach, means clearance for the WHOLE path.

The horizontal needle on an ILS indicator shows the aircraft's lateral position relative to the runway centerline.

• Needle centered: on localizer course.
• Needle left: localizer course is to the left (turn right).
• Needle right: localizer course is to the right (turn left).

Memory trick: Needle points to the course.

The standard glideslope angle for most Instrument Landing System (ILS) approaches is 3 degrees, providing a consistent descent path to the runway.

• Most ILS approaches use a 3-degree glideslope.
• This angle provides a descent rate of approximately 300-320 feet per nautical mile.
• The glideslope intersects the middle marker at approximately 200 feet above the runway elevation.

Memory trick: Three degrees keeps you happy and safe on the ILS.

WAAS provides different levels of GPS augmentation, enabling various approach minima based on accuracy and integrity.

• LPV (Localizer Performance with Vertical Guidance) offers precision-like approach minima.
• LP (Localizer Performance) offers lateral guidance only, similar to a localizer.
• LNAV/VNAV uses barometric VNAV, while LPV/LP use WAAS vertical guidance.

Memory trick: LPV is the top tier for WAAS approaches.

An acceptable airborne VOR operational check where the aircraft is flown over a prominent ground landmark, and the VOR indication for a known radial passing over that landmark is verified with a ±6 degree tolerance.

• Type of airborne check.
• Requires a prominent ground landmark.
• Tolerance is ±6 degrees.
• Used to verify receiver accuracy.

Memory trick: VOR Checks: VOT, Ground, Air, Dual. Go for the Ground, up in the Air, or Double-check!

A situation where a WAAS-equipped GPS receiver detects a loss of integrity for a higher service level (e.g., LPV) and automatically reverts to a lower service level (e.g., LNAV).

• Requires immediate adherence to the new, lower minima.
• Pilot must use the corresponding, usually higher, DA/MDA.
• A missed approach is required if integrity falls below the lowest available minima or if the pilot cannot meet the requirements for the new minima.

Memory trick: When the floor drops, use the next highest floor.

The Minimum En Route Altitude (MEA) provides obstacle clearance and guarantees navigation signal coverage. The Minimum Obstruction Clearance Altitude (MOCA) provides obstacle clearance but only guarantees navigation signal coverage within 22 nautical miles of a VOR.

• MEA: Guarantees obstacle clearance (1000/2000 ft) and navigation signal coverage.
• MOCA: Guarantees obstacle clearance (1000/2000 ft) but only nav signal within 22 NM of VOR.
• Pilots must fly at or above MEA for an entire segment to ensure signal coverage.
• MOCA can be used if within 22 NM of the VOR and ATC clearance is received.

Memory trick: MEA means 'Everywhere' for nav, MOCA is 'Close' to the VOR.

OROCA is an off-route altitude that provides obstacle clearance with a 1,000-foot buffer (2,000 feet in mountainous terrain) but does not guarantee navigation signal coverage or ATC communications.

• Provides obstacle clearance only.
• Minimum 1,000 ft (non-mtn) or 2,000 ft (mtn) above obstacles.
• Does not guarantee NAVAID reception.
• Does not guarantee ATC radio communications.

Memory trick: OROCA: Obstacle-safe but No Radio Or Communications Available.

For flights conducted under 14 CFR Part 91, there are no specific regulatory takeoff minimums prescribed for IFR operations, allowing pilots to legally depart with zero-zero visibility.

• 14 CFR Part 91 has no prescribed takeoff minimums for IFR.
• This means a pilot can legally depart with 'zero-zero' visibility.
• It is highly advisable for pilots to establish personal minimums for safety.
• Commercial operations (Part 121, 135) have specific, more restrictive takeoff minimums.

Memory trick: Part 91 says 'no minimums, just go,' but safety says 'know your limits'.

Areas around the localizer and glideslope antennas that must be kept clear of aircraft and vehicles to prevent signal interference when weather conditions are at or below specified minimums.

• Protects localizer and glideslope signals.
• Required when ceiling is below specified value AND/OR visibility is below specified value.
• Specific values are published on approach charts or in airport/facilities directories.

Memory trick: Critical Area: 'OR' means 'protect the core'.

A NOTAM indicating a VOR is 'UNRELIABLE BEYOND XNM' means its signal integrity is compromised or cannot be guaranteed past that distance, limiting its usable range for navigation.

• Indicates a reduced service volume.
• Reliable only within the specified distance.
• Requires pilots to plan alternate navigation beyond that range.

Memory trick: Unreliable VOR: Use It Near, Lose It Far.

In a standard holding pattern, the outbound leg is flown on a heading that is the reciprocal of the inbound course, adjusted for wind if necessary, to remain within the protected airspace.

• Inbound course is given by ATC or chart.
• Outbound course is reciprocal (180 degrees difference) of inbound.
• Turns are standard (right) unless otherwise specified (left).
• Outbound leg duration is 1 minute below 14,000 ft, 1.5 minutes above.

Memory trick: Holding: 'Inbound is Given, Outbound is Opposing'.

An RNAV (GPS) approach service level that provides both lateral (LNAV) and vertical (VNAV) guidance, typically using WAAS or baro-VNAV, allowing for lower minima than LNAV but not as low as LPV.

• Lateral and Vertical Navigation guidance.
• Requires WAAS or Baro-VNAV.
• Minima are typically higher than LPV but lower than LNAV-only.

Memory trick: LNAV is just Line, LNAV/VNAV adds Vertical, LPV is Precision like Localizer.

A Localizer Type Directional Aid (LDA) approach augmented with a glideslope, providing both lateral and vertical guidance. It is classified as a precision approach.

• LDA provides lateral guidance (not necessarily runway aligned).
• Glideslope provides vertical guidance.
• With GS, it's a precision approach.
• Minimums are typically expressed as Decision Altitude (DA).

Memory trick: Precision means 'Lateral and Vertical guidance, both are essential'.

The vertical needle on an ILS indicator shows the aircraft's position relative to the desired glide path.

• Needle centered: on glide slope.
• Needle above center: below glide slope (need to climb).
• Needle below center: above glide slope (need to descend).

Memory trick: Needle shows where the glide slope is relative to you.

For an airport to be listed as an alternate under 14 CFR Part 91, its forecast weather at the ETA must meet specific ceiling and visibility minimums.

• If airport has a precision approach: 600 ft ceiling, 1 SM visibility.
• If airport has a nonprecision approach: 800 ft ceiling, 2 SM visibility.
• If no instrument approach: VFR descent from MEA, then VFR conditions.

Memory trick: Precision is 6 & 1, Non-Precision is 8 & 2, No approach? VFR for you!

An IFR-approved GPS receiver with Wide Area Augmentation System (WAAS) capability allows a pilot to utilize both LNAV/VNAV (lateral navigation/vertical navigation) and LNAV (lateral navigation) minimums on an RNAV (GPS) approach, as WAAS provides the necessary vertical guidance for LNAV/VNAV.

• WAAS provides enhanced GPS accuracy and integrity.
• WAAS enables vertical guidance for RNAV approaches.
• LNAV/VNAV requires WAAS or Baro-VNAV.
• LNAV only provides lateral guidance and can be flown with non-WAAS IFR GPS.

Memory trick: WAAS WINS: Vertical guidance With All Accuracy Standards!

If the glideslope fails during an ILS approach, the approach automatically reverts to a nonprecision localizer-only approach.

• Glideslope failure changes approach type.
• Pilot must use Localizer-only minimums.
• Descent to MDA, not DA, is required.
• Must notify ATC of the change.

Memory trick: Glideslope gone? Go for the localizer alone!

At non-towered airports without direct ATC contact, IFR clearances are typically obtained by contacting Flight Service Station (FSS) via radio (RCO/RCAG) or telephone prior to takeoff.

• FSS acts as a relay for ATC clearances.
• Utilize RCO/RCAG frequencies or telephone.
• Clearance should be obtained before taxi/takeoff.
• Avoid departing VFR to pick up IFR airborne if ground options exist.

Memory trick: Clearance: 'Call FSS first, then fly safe'.

There are three standard holding entry procedures: direct, parallel, and teardrop. The appropriate entry is determined by the aircraft's position relative to the holding fix and the inbound course of the holding pattern.

• Direct entry: Easiest, used when approaching from the direct entry sector.
• Parallel entry: Used when approaching from the parallel entry sector, requiring an initial turn to parallel the holding course.
• Teardrop entry: Used when approaching from the teardrop sector, requiring an initial turn to fly a teardrop course.
• Standard holding turns are to the right, non-standard to the left.

Memory trick: Direct, Parallel, Teardrop: Don't Panic, Turn Right!

Notes on an instrument approach chart indicating that a procedure, or part of it, is 'Not Authorized' (NA) under specific conditions (e.g., at night, with certain equipment, or during specific times).

• Published restrictions must be complied with.
• 'NA' means the procedure cannot be used under the stated conditions.
• Pilot must find an alternative approach or airport.

Memory trick: NA: 'Not Approved, No Access' when conditions are bad.

An altitude depicted on IFR en route charts (either grid MORA or route MORA) that provides obstacle clearance (1,000 feet in non-mountainous, 2,000 feet in mountainous terrain) within a specified area or along a route segment.

• Provides obstacle clearance only.
• Does NOT guarantee navigation signal reception.
• Does NOT guarantee communication or radar coverage.
• Found on IFR en route low/high altitude charts.

Memory trick: MORA: 'Obstacle Clearance is All' it provides.

If an ILS approach chart includes a note stating 'Procedure NA when glideslope out of service,' the entire instrument approach procedure (including the localizer portion) is not authorized when the glideslope is inoperative, and an alternative approach must be used.

• Overrides the general rule of reverting to LOC minimums.
• The 'NA' note applies to the entire depicted procedure.
• Pilot must select a different, non-ILS approach.
• Check NOTAMs for glideslope status.

Memory trick: GS 'NA': 'No Approach' at all.

RAIM (Receiver Autonomous Integrity Monitoring) is a technology in GPS receivers that assesses the integrity of GPS signals to ensure their reliability for navigation, especially during instrument flight.

• Detects faulty satellites or signal errors.
• Alerts pilots if integrity is insufficient for the current operation (e.g., approach).
• Essential for non-WAAS GPS approaches (LNAV).

Memory trick: RAIM is your GPS bodyguard.

Under 14 CFR Part 91.179, IFR flights must maintain specific cruising altitudes based on their magnetic course. For courses from 0° through 179°, odd thousands of feet (or odd flight levels) are used. For courses from 180° through 359°, even thousands of feet (or even flight levels) are used.

• 000° to 179° Magnetic Course: Odd thousands MSL or odd flight levels.
• 180° to 359° Magnetic Course: Even thousands MSL or even flight levels.
• Applies to IFR flights.
• Below 18,000' MSL: Odd/Even thousands MSL. Above FL180: Odd/Even Flight Levels.

Memory trick: East is Odd, West is Even: E-O, W-E!

Receiver Autonomous Integrity Monitoring (RAIM) checks GPS signal integrity. If pre-flight RAIM prediction indicates intermittent or unavailable status for an RNAV approach, the approach should not be planned or conducted as the primary procedure.

• RAIM is crucial for non-WAAS GPS integrity.
• Predicted intermittency or unavailability means the approach is effectively 'NA'.
• Pre-flight check is mandatory for IFR GPS approaches.
• Pilot must have an alternative if RAIM is insufficient.

Memory trick: RAIM: 'Reliability Assured, If Monitored' – check BEFORE you take off.

There are three standard holding pattern entry procedures (direct, parallel, teardrop) used to safely transition an aircraft into a holding pattern, determined by the aircraft's approach direction relative to the holding course.

• Holding patterns are right turns by default, unless specified 'left turns'.
• Entry procedure is determined by dividing the holding side into three sectors relative to the inbound course.
• Direct entry: flying into the pattern directly.
• Parallel entry: flying parallel to the inbound course, then turning back.

Memory trick: Direct, Parallel, Teardrop: Don't Panic, Take it Easy.

The angle between the aircraft's longitudinal axis (nose) and a specific radio beacon or object, measured clockwise from the nose.

• Calculated as Magnetic Bearing to Station - Magnetic Heading.
• If the result is negative, add 360°.
• If the result is greater than 360°, subtract 360°.

Memory trick: Mnemonic: 'M'e 'B'efore 'H'eading, 'R'elative is 'M'inus 'H'.

When no VDP is published, a pilot can estimate a descent point from MDA by using the '3:1 rule' (300 feet of altitude for every 1 nautical mile of distance) for a 3-degree glidepath.

• VDP is for nonprecision approaches.
• It marks the point from which a normal descent can be made.
• 3:1 rule: Altitude to lose (AGL) / 300 = distance in NM.
• Do not descend below MDA until visual with runway environment.

Memory trick: Three-to-one, the descent's begun, for a VDP that's none.

OROCA is a charted altitude on IFR en route charts that provides obstruction clearance within a specified grid quadrangle. It ensures 1,000 feet of clearance in non-mountainous terrain and 2,000 feet in mountainous terrain but does not guarantee navigation signal reception or communication coverage.

• Provides obstruction clearance (1000' non-mtn, 2000' mtn).
• Depicted in blue numbers on en route charts within grid quadrangles.
• Does NOT guarantee navigation signal reception.
• Does NOT guarantee communication coverage.

Memory trick: OROCA: On Route, Obstacle Clearance, No Nav or Comms Assured!

For IFR en route and terminal operations, TSO-C129a non-WAAS GPS receivers require continuous RAIM availability and monitoring to ensure navigation integrity.

• Applies to non-WAAS GPS units.
• Requires RAIM for integrity.
• RAIM prediction and monitoring are critical.

Memory trick: No WAAS? RAIM is your AIM!

Pilots departing IFR from non-towered airports must obtain their IFR clearance before takeoff, typically by contacting ATC via telephone or a Remote Communications Outlet (RCO).

• Clearance must be obtained prior to takeoff in IMC.
• Telephone is the most common method (Flight Service or ATC).
• Remote Communications Outlets (RCOs) or Ground Communication Outlets (GCOs) can also be used.

Memory trick: Phone first, fly second, for a non-towered IFR start.

A Localizer Directional Aid (LDA) approach where the final approach course is not aligned with the runway centerline. Pilots must acquire visual reference to the runway and maneuver visually to align for landing.

• LDA course is offset from runway centerline.
• Requires visual maneuver to align with runway.
• Not a precision approach unless equipped with glideslope (LDA/GS).
• Visibility minimums are crucial for the visual segment.

Memory trick: Offset LDA: 'Look, then Deviate, then Align'.

To approximate the descent rate (in feet per minute) required to maintain a 3-degree glideslope, multiply the aircraft's groundspeed (in knots) by 5.

• Formula: Descent Rate = Groundspeed (kts) x 5.
• Applies specifically to a 3-degree glideslope/VDA.
• Useful for nonprecision approaches or visual descent segments.
• Allows for planning a constant descent angle.

Memory trick: Five Times Groundspeed: 'Fly The Glide Smoothly'.

WAAS significantly improves GPS accuracy and integrity, enabling LPV (Localizer Performance with Vertical Guidance) approaches, which offer precision-like guidance and minima comparable to ILS Cat I.

• Enhances GPS accuracy, integrity, availability.
• Enables LPV approaches.
• LPV provides precision-like guidance.
• Minima comparable to Cat I ILS.

Memory trick: WAAS: Works Always, Allows LPV, Achieves Precision.

A standard glideslope for instrument approaches, typically 3 degrees, requires a specific rate of descent to maintain the proper vertical path to the runway.

• Standard glideslope angle is 3 degrees.
• Approximate descent rate is 300-320 feet per nautical mile.
• Descent rate in feet per minute is groundspeed (knots) * 5.

Memory trick: Three degrees means three hundred feet per mile, roughly.

Decision Altitude (DA) is a specified altitude in MSL on a precision approach at which a missed approach must be initiated if the required visual reference to the runway environment has not been established. Decision Height (DH) is the equivalent height above the runway threshold (AGL).

• DA is MSL; DH is AGL.
• DA - Airport Elevation ≈ DH.
• Used for precision approaches (ILS, PAR, GLS, LPV, LNAV/VNAV).
• Initiate missed approach if visual reference is not met at DA/DH.

Memory trick: DA: 'Datum Absolute' (MSL). DH: 'Datum Height' (AGL).

Regulatory maximum indicated airspeeds (KIAS) for aircraft in holding patterns, varying by altitude.

• Up to 6,000 feet MSL: 200 KIAS (standard, but 170 KIAS for some cases).
• 6,001 to 14,000 feet MSL: 230 KIAS.
• Above 14,000 feet MSL: 265 KIAS (up to 20,000 feet MSL).
• Holding speeds are always in KIAS.

Memory trick: Higher you go, faster you can hold.

To track inbound on a VOR radial, set the desired radial in the OBS and fly the heading indicated by the 'TO' flag, keeping the CDI centered.

• OBS setting matches the radial you want to fly TO.
• CDI centered, 'TO' flag displayed.
• Aircraft heading should match the OBS setting.

Memory trick: TO means you fly the number.

For IFR operations under Part 91, if an airport does not have published takeoff minimums or a departure procedure, there are no specific weather minimums for takeoff, provided the pilot can depart under VFR conditions.

• Applies to Part 91 operations.
• No published takeoff minimums/DP means no specific weather minimums.
• Pilot must be able to depart under VFR (visual lookout).

Memory trick: Part 91: If no rules are written, fly by sight.

In a glass cockpit, a primary flight display (PFD) failure requires immediate reference to backup systems like standby instruments or the multi-function display (MFD) to maintain situational awareness.

• Glass cockpits use electronic displays for flight information.
• PFD displays critical flight data (attitude, airspeed, altitude, heading).
• Backup systems (standby instruments, MFD) are crucial for redundancy.

Memory trick: When the main screen blanks, shift your gaze to the spare, quick!