IFR CHECKRIDE AT A GLANCE

IFR FLIGHT REQUIREMENTS*

AM I LEGAL? IS THE AIRPLANE LEGAL? ARE THE CONDITIONS LEGAL?
Experience required for IFR rating (61.65) Required documents on board When an IFR rating is required
• 50 hours xc PIC time (10 hours in airplanes) A – Airworthiness certificate (91.203) • When acting as PIC in IFR conditions (61.3)
• 40 hours actual or simulated instrument time R – Registration certificate (91.203) • When carrying passengers for compensation or
• 15 hours with CFII, including 1 xc flight: R – Radio station license (Int’l only) hire on xc flights >50 NM or at night (61.133)
i. 250 NM O – Operating limitations & AFM (91.9 & 21.5) • Flight in Class A airspace (non-gliders) (91.135)
ii. Routing along airways or by ATC, i.e. W – Weight & Balance sheet (23.2620) • SVFR between sunset and sunrise (91.157)
on an IFR flight
iii. Inst. approach at each airport Required maintenance inspections Basic VFR weather mins (IFR required) (91.155)
iv. Using 3 diff kinds of approaches A – Annual inspection – 12 cal mo. (91.409) Class A – N/A; No VFR
v. On filed IFR flight plan A – Airworthiness directives complied with (Part 39) Class B – 3SM, clear of clouds
• 3 hours in last 2 cal months in prep V – VOR check – 30 days (91.171) Class C – 3SM, stay ≥ 500’ below, 1000’ above, and
1 – 100 hour inspection if for hire (91.409) 2000’ horizontally separated from clouds (3-512)
Personal documents required for US IFR flight (61.3) A – Alt: xpdr and static sys – 24 cal mo. (91.411) Class D – 3-512
• Airman Certificate T – Transponder – 24 cal mo. (91.413) Class G Class E
• Medical (BasicMed if applicable) E – ELT – 12 cal mo., battery replaced after 1 hour
5-111
• Gov’t Photo ID use or past 50% of life (91.207) 10,000 MSL

Currency to act as PIC on IFR flight (61.57(c)) Required equipment on board (91.205)*** 1-512
• In last 6 cal months, fly in inst or sim conditions: A – Airspeed indicator 1,200 AGL 3-512
0 - 6 mo

• 6 inst approaches T – Tachometer (each engine air cooled) 1-clr

day night
• Holding procedures O – Oil pressure gauge (each air-cooled engine)
• Intercept & tracking of nav systems M – Manifold press gauge (for each alt engine)
• Must be in simulator or with instructor or safety A – Altimeter Should we file an alternate airport? (91.167 & 169)
pilot with hood on, if safety pilot is: T – Temperature gauge (liq cooled engine only)
Destination
6 - 12 mo

• At least a private pilot O – Oil temperature gauge (air cooled engine)

• Act as PIC and legal in the aircraft F – Fuel gauge (each tank) has IAP?
• Current Medical (or BasicMed) L – Landing gear position indicator
• Logged by name in logbook A – Anti collision lights (cert after 3/11/96) Wx At least N Alternate
• If not current for more than 12 mo. IPC needed: M – Magnetic compass 1-2-3? Required
• CFII required for IPC
+12 mo

E – ELT
• Some, but not all tasks, allowed in sim S – Safety belts
Alternate Alternate N VFR on
• Required tasks in IFR ACS append 5 not required has IAP? Descent
(at night) all above, plus:
Y
F – Fuses (spare set, not needed with breakers)
Currency to act as PIC on VFR or IFR flight (61.56)** L – Landing light (if for hire) Alt not Y Alternate Y Alt Alt has
allowed has A NA has A prec app?
• Completed flight review in last 24 cal mo: A – Anti-collision lights (cert after 8/11/71)
• Minimum 1 hour flight instruction P – Position lights
Use alt Wx at least Wx at least
• Minimum 1 hour ground instruction S – Source of electricity
mins 600-2 800-2
• With an authorized instructor (CFI) (for IFR) all above (including FLAPS at night), plus:
†Withouta WAAS-enabled GPS either the alternate or destination
• May be substituted by: G – Generator or alternator must have a non GPS-based approach available
• A proficiency check (IPC) R – Radios and navigation suitable for route
• A practical test for a new rating or cert A – Attitude Indicator IFR takeoff minimums (91.175f)
• Completion of WINGS program B – Ball (inclinometer) • No minimums req under Part 91, unless
• Flight instructor renewal (61.197) C – Clock (hours, minutes, and seconds) mandated by dep proc, for others:
A – Altimeter (sensitive, adjustable for press.) • Published mins for runway
Currency to act as PIC with passengers (61.57) R – Rate of turn indicator • 1-2 engines: 1 SM visibility
• 3 takeoffs and landings: D – Directional gyro • >2 engines: ½ SM visibility
• In the preceding 90 days • Non-standard mins denoted by in TPP
• In same aircraft category, class, & type VOR 30 day checks (91.171)
• Full stop landings (taildragger) • VOT ± 4° IFR flight plan requirements (91.173)
at night: • Repair Station ± 4° • To operate IFR in controlled airspace (Class A-
• Btwn 1 hour after sunset and 1 hour • VOR Ground Checkpoint ± 4° E), must :
before sunrise, to a full stop • VOR Airborne Checkpoint ± 6° (Dual ± 4°) • Be on filed IFR flight plan
• Prominent Landmark ± 6° • Receive appropriate ATC clearance
Preflight Info Required for IFR (91.103) • Log date, place, bearing error and signature
1) NOTAMS, 2) Weather reports and forecasts, IFR Minimum Fuel Requirements (91.167)
3) Known traffic delays, 4) Runway length of Inoperative Equipment (91.213) • Fuel to get from departure to destination, plus
intended use, 5) Alternatives available, 6) Fuel • No flying w/o special air permit if equipment in • From destination to alternate, if req, plus
requirements, 7) Takeoff and landing perf data 91.205, or required by AD or operation is inop • 45 minutes calculated at normal cruise
• Other inop equipment must be removed or
placarded and a pilot/mech deems safe to fly
*Remember that what keeps you legal doesn’t always keep you safe. Ensure that you are both current and proficient for a flight!
**See FAR for exceptions such as certain checkrides completed
***Equipment in green required for all aircraft, even the most basic kind like a glider

Enroll in IFR Ground School today at [Link]/ifr

Page 1
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
FLIGHT INSTRUMENTS

PITOT-STATIC SYSTEM VACUUM DRIVEN GYRO ELECTRIC GYRO MAGNETIC

Airspeed Altimeter Vertical Speed Attitude Directional Turn Magnetic

Indicator Indicator Indicator Gyro Coordinator Compass

Airspeed Indicator (ASI) Gyroscopic Instruments Turn Coordinator (TC)

• ASI measures difference between ram air • Rigidity in Space – will remain fixed in its plane • Shows rate of turn and rate of roll
pressure in pitot tube and ambient pressure in despite outside forces • Works off direct current electric source
static port • Precession – will exhibit a turning force • One standard rate turn with a wing on the left
Altimeter perpendicular to the direction of spin or right hash mark is a full circle in 2 minutes
• Uses an aneroid barometer to compare air Attitude Indicator (AI) Example: A 90° standard rate turn takes 30 seconds
pressure in the static port to a known local • Shows bank and pitch Magnetic Compass Errors
pressure, set by the pilot • Should come erect within a few minutes of • Deviation – due to electrical fields in cockpit
• Above 18,000 feet, the altimeter is set to engine start • Check compass card
standard 29.92” Hg • May show a pitch up (pitch down) during • Variation – difference between true heading
• Susceptible to temperature errors acceleration (deceleration) and magnetic heading
• Remember: “high to low, look out below!” flying Directional Gyro (DG) • “East is least, west is best” subtract east
into lower pressure or temperature, the • Reflects changes in heading, must be calibrated variation from true heading to get
altimeter will indicate higher than true altitude to magnetic compass magnetic heading and vise versa
Vertical Speed Indicator (VSI) • Due to procession, must be recalibrated to • Magnetic Dip* - Turns from a northern heading
• The VSI shows rate of climb using a calibrated correct magnetic heading periodically show a lag, turns from southern heading show a
leak within the unit's pressure chambers, lead, to roll out on correct heading, UNOS
causing a lag between indicated and actual rate (Undershoot North Overshoot South)
Pitot-Static System Errors • Acceleration – Speed changes show a turn ANDS
(Accelerate North/Decelerate South)

PRIMARY & SUPPORTING INSTRUMENTS

Front of pitot
blocked; static
Reads
No error No error PITCH BANK POWER
zero primary supporting primary supporting primary supporting
port clear
Front and drain Increases Straight & Level ALT AI, VSI DG AI, TC ASI TACH
of pitot blocked; with No error No error
static port clear altitude S&L w/ speed
ALT AI, VSI DG AI, TC TACH ASI
changes
Decreases
Pitot clear; static Frozen in Reads Starting a climb ASI, ALT,
with AI DG AI, TC TACH ASI
port blocked place zero or descent VSI
altitude
Constant speed
ASI AI, VSI DG AI, TC TACH ASI
climb/descent

IFR TAXI CHECKS Starting a turn ALT AI, VSI AI TC ASI TACH

• Clock is accurate and operating Constant rate

ALT AI, VSI TC AI ASI TACH
• Airspeed reads zero turn
• Attitude indicator is erect and level within a few
minutes of engine start
• Altimeter reads within 75 feet of field elevation GLASS COCKPIT
• VSI reads zero or if inaccurate note difference
Attitude Heading Reference System (AHRS) Primary Flight Display (PFD)
and compensate while in flight
• Accurate and reliable attitude and heading data • Graphically displays information typically found
• DG matches known magnetic heading and
• Replaces AI, DG, & TC on traditional “big six” instruments
moves in same direction of turns
Air Data Computer (ADC) • Facilitates instrument scan with one screen
• TC moves in same direction of turns and ball
• Fed by pitot static system Multi Function Display (MFD)
moves opposite turn
• Replaces ASI, Altimeter, & VSI • Displays moving maps, weather, system data,
• Compass reads known magnetic heading and
Flight Director (FD) traffic, and other stored information
indicates direction of turns (no magnetic dip in
• Computes desired flight path • Can revert to PFD in emergency
wings level taxi)
• Assists with turns, heading, course, pitch and VS
*Applies in Northern Hemisphere only
for autopilot or human hand flying

Enroll in IFR Ground School today at [Link]/ifr

Page 2
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
BEFORE DEPARTING IFR
IFR FLIGHT PLAN IFR CLEARANCE
Filing an IFR Flight Plan, via: Elements of a Clearance
• Flight Service C – Clearance Limit
• 1-800-WX-BRIEF R – Route
• Remote Communications or Ground Communications Outlet A – Altitude
• [Link] F – Frequency
• FSS radio while airborne T – Transponder Code
• Air Traffic Control (“Pop-Up” Clearance) Example: “N518FT. Cleared to Atlantic City Airport. Radar vectors to PALEO,
• Request IFR while VFR Victor 44, Sea Isle. Maintain 2,000. Expect 7,000 10 minutes after departure.
• Subject to ATC workload Departure frequency 125.65. Squawk 4211.”
• Must be at or above minimum IFR altitude before receiving
clearance Abbreviated Departure Clearance (AIM 5-2-6)
• Commercial Third Party • When filed flight plan is approved with little or no revision, an abbreviated
• [Link] clearance can be issued
• [Link] • The clearance will still include clearance limit, any DP and transition point,
• ForeFlight (or other EFBs) altitude, frequency, and transponder code
Example: “N518FT. John Wayne Clearance. Cleared to North Las Vegas Airport.
IFR Flight Planning Tips (AIM 5-1-6) Anaheim One Departure. Hector Transition, then as filed. Climb via the SID.
• Flight plans should be filed at least 30 minutes prior to estimated Departure frequency on 133.85. Squawk 5174.”
departure time
• Direct routes should only be used if necessary IFR Release (AIM 5-2-7)
• A route crossing multiple control sectors should have at least one waypoint • At tower controlled airports, the tower will coordinate a release with ATC
in each sector • At nontowered airports, the pilot coordinates release themselves via:
• DPs and arrivals can be assigned unless the pilot specifies “No SIDs/STARS” • Clearance frequency if available on field
in flight plan remarks • Phone line connection to ATC facility
• Altitudes should (but are not required to) conform to direction of flight • Relay through Flight Service using RCO or GCO
conventions (odd thousands for eastbound courses, even for westbound) • If instructed to “hold for release,” an IFR departure cannot be made until
• Preferred IFR routes should be used from: released by ATC
• Preferred routes in the chart supplement • A release time will be given, the earliest that the aircraft may depart IFR
• ForeFlight route advisor • A clearance void time will also be given, the latest you can depart. A notify
• Prior ATC cleared routes (FlightAware) time may also be given, the latest an aircraft should advise ATC if a
departure has not been made before the void time
Example: “N518FT. Released for departure at 1450 zulu. Clearance void if not
off by 1455 zulu. Advise ATC of intentions no later than 1500 zulu. Time now
1448 zulu.”

IFR FLIGHT PLAN FORM

N 5 1 8 F T I G
1 C 1 7 2 L B2,C G
K C GS 14 5 0
N01 0 0 A 0 7 0 PALEO V44 SIE

K AC Y 0 1 1 5 K P HL

4 0 0 0

Enroll in IFR Ground School today at [Link]/ifr

Page 3
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
DEPARTURE PROCEDURES

ENSURING OBSTACLE CLEARANCE PUBLISHED PROCEDURES RADAR DEPARTURES

• Consider the type of terrain in the airport vicinity Obstacle Departure Procedures (ODP) Radar SID (Example: CAPITAL ONE at KIAD)
• Check takeoff obstacle notes in the Terminal • Provides obstacle clearance for the departure • Some SIDs do not contain published routes but
Procedures Publication (Section L), as well as in to join the enroute phase assign an initial heading, and then provide for
any NOTAMs • Printed textually (Section L of TPP), graphically an expected radar vector to a route or fix
• Check for a departure procedure for the airport (charts in TPP), or both • ATC assumes responsibility for terrain and
and runway of intended use • May provide nonstandard takeoff minimums obstacle avoidance on vectors
• Departure procedures (DP) can be and minimum climb gradient • Like all SIDs, a radar SID will be assigned in an
found in the Terminal Procedures • Can be flown whether ATC assigns in clearance IFR clearance
Publication (TPP), under: (recommended in poor vis) Diverse Vector Area (DVA - Example: Santa Monica
1) Terminal Charts Section; and/or • If flown without ATC assignment, advise Airport KSMO)
2) IFR Takeoff Minimums, Departure ATC as soon as possible • Allows controllers to assign a “random” vector
Procedures, and Diverse Vector Areas Standard Instrument Departure (SID) to departing aircraft below the minimum IFR
(Section L), • Provides obstacle clearance and reduces altitude
• If no DP is listed, obstacle clearance can be pilot/controller workload • Only available where a detailed survey of
maintained by (AIM 5-2-9 f): • Only printed graphically in TPP obstructions has deemed it safe
1) Climbing at least 200 feet per NM (climb • May provide nonstandard takeoff minimums • DVAs may have different takeoff minimums or
gradient) and minimum climb gradient climb gradients than a SID, so ATC must choose
2) Crossing the departure end of the • Will be assigned by ATC in clearance which procedure to vector an aircraft under
runway at least 35 feet above it; and • May include a transition to enroute phase • DVAs are not assigned in a clearance, they can
3) Reaching 400 feet above the departure Example: WAGGE7 Lovelock Transition below be found in the TPP
end of the runway elevation before Visual Climb over Airport (VCOA) • Radar vector will be assigned either with a
making initial turn • Allows pilot to climb in visual conditions while clearance or prior to takeoff
Convert feet per NM to feet per min with: circling airport • Pilots assume responsibility for their own
Feet Per Minute = Feet Per NM * Gndspd/60 • Weather must meet ceiling and visibility terrain and obstruction avoidance below the
Example: To climb the standard 200 feet per NM in minimums specified in procedure min IFR altitude if not vectored on a DP or DVA
an aircraft that climbs at 90 knots groundspeed, • Must remain in visual conditions until reaching Example: At KSMO, which has a DVA, the tower instructing
300 feet per minute is required (200*[90/60]=300) “at or above” altitude an aircraft to “fly heading 230 on departure” is a radar
• Must inform ATC of intent to fly VCOA vector and ATC assumes responsibility. At a nontowered
field, ATC release instruction to “enter controlled airspace
flying 230” is not a vector and the pilot has responsibility.
SID EXAMPLE

Enroll in IFR Ground School today at [Link]/ifr

Page 4
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
MINIMUM ALTITUDES

Off Route Obstruc�on Clearance Al�tude

(OROCA)
Provides 1,000 feet of clearance (2,000 in
mountainous areas) within a quadrant 1 degree
by 1 degree

Minimum Enroute Al�tude

(MEA)
Assures acceptable
naviga�on signal coverage
and obstacle clearance
along airway

GNSS MEA
Minimum al�tude when Minimum Obstruc�on Clearance
using approved GPS Al�tude (MOCA)
Assures obstacle clearance but only Minimum Crossing
adequate signal within 22NM of Al�tude (MCA)
either navaid. Al�tude to cross a fix
when proceeding to a
higher MEA

Enroll in IFR Ground School today at [Link]/ifr

Page 5
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
LOW ENROUTE CHART

ARTCC
VOR & DME Service Volume
(Center)
(Very high – expanded high)
Boundaries

Changeover Point (COP)

When present, naviga�on
should switch from navaid
Minimum Opera�onal
behind to navaid in front of you
Network (MON) Airport
Can navigate and land at
with only VOR equipmentt

Military
Flight Service Sta�on
Training Route
DME distance between navaids
(MTR)
(Changeover at halfway point if
no COP is present )

Center
Frequency

Time zone
Boundary

Enroll in IFR Ground School today at [Link]/ifr

Page 6
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
ENROUTE PROCEDURES

MANDATORY IFR REPORTING PICKING UP IFR ENROUTE LOST COMMUNICATIONS

91.185
14 CFR 91.183 Activating IFR Flight Plan Enroute Altitude – Fly the Higher of:
• Any un-forecast weather conditions • Depart and remain in VFR conditions • Minimum altitude prescribed for IFR
• The time and altitude passing a compulsory • Contact local approach or center controller • Expected
reporting point (if not under radar control ATC) (find frequency on enroute chart or a chart • Assigned (last assigned by ATC)
• Any information relating to safety of flight supplement page for nearby airport Example: Your IFR clearance instructs you to maintain 2,000
AIM 5-3-3 • Report position, altitude, and IFR request feet and expect 5,000 feet 10 minutes after departure. 20
• Vacating any previously assigned altitude or FL • Squawk assigned transponder code minutes into your flight plan, you will join an airway with an
MEA of 7,000 feet. You lose comms shortly after takeoff.
• When unable to climb/descend at least 500 fpm • Controller will not provide radar services until
You first maintain 2,000 feet, your last assigned, then climb
• When executing missed approach (say intention) above minimum IFR altitude, will ask if you are to your expected altitude of 5,000 feet after 10 minutes,
• Change in average cruise true airspeed by 5% or able to maintain your own terrain and then, after joining the airway, climb to the MEA of 7,000.
10 knots from filed speed obstruction clearance until then Route – Select course in order of:
• When leaving an assigned holding fix Pop-up IFR Clearance • Assigned route
• Loss of navigation equipment • Create and activate IFR flight plan with • Vectored (continue to published route in
Position Reporting (non radar 5-3-2) controller, workload permitting clearance)
1) Aircraft identification 2) Position 3) Time • Contact local approach or center controller • Expected
4) Altitude or FL 5) ETA and name of next reporting • Report position, altitude, and request • Filed route
point and succeeding one 6) Pertinent remarks VFR-On-Top Leaving Clearance Limit (if other than destination):
• File IFR flight plan with remark “VFR-On-Top” • If limit is a fix from which an approach begins
SURVEILLANCE REQUIREMENTS • Climb through IFR layer, and proceed in VFR begin descent and approach as close as
conditions possible to estimated arrival time
Mode C Transponder (91.215) • Fly at VFR altitude per 91.159 • If limit is not a fix on an approach, leave the
• Class A, B, and C airspace • Maintain VFR cloud and visibility mins in 91.155 limit at expected time and proceed to a fix
• Above Class C airspace • Advise any altitude change while VFR-On-Top where an approach begins
• Within 30 NM of primary airport in Class B • Not to be confused with “VFR over the top”, In VFR Conditions
airspace (Mode C veil) which is not an IFR procedure, but simply VFR • Continue under VFR and land as soon as
• Above 10,000 MSL flight above instrument conditions practicable
• Within some Special Flight Rules Areas Cruise Clearance
ADS-B Out Requirements • “Cruise” is a term used by ATC to assign a block CANCELLING IFR
• Anywhere Mode C is required, excluding Class E of airspace to an IFR aircraft
91.185
above 10,000 MSL and below 2,500 AGL • The block of airspace begins at the minimum • Pilot may cancel IFR in flight anytime if not in
• Class E over Gulf of Mexico above 3,000 MSL IFR altitude and goes up to the assigned cruise IMC or in Class A airspace
within 12 NM of the US Coast • The aircraft can climb, descend, and level off at • The tower automatically closes an IFR flight
Common Squawk Codes any intermediate altitude within the block plan after landing
• 1200 –VFR • Once the aircraft reports leaving an altitude • At a nontowered field, pilot must cancel IFR
• 7500 – Hijacked Aircraft during a descent, it cannot return to that through ATC or Flight Service by radio or phone
• 7600 – Lost Comms altitude without additional clearance • Failure to cancel IFR after flight will trigger
• 7700 - Emergency • A cruise clearance automatically includes a search and rescue operations!
clearance to execute an instrument approach
at the destination airport
DISTANCE MEASURING
EQUIPMENT (DME) SUPPLEMENTAL O2 REQUIREMENTS
• Gives direct (slant range) distance to transmitter
• Tuned automatically with VOR/LOC frequency
• Slant range error is negligible at 1NM from the Flight crew and all occupants
station for every 1,000 feet in height above
15,000 MSL
transmitter
• Required above FL240 (91.205e) Flight crew for any portion
• Can sub with IFR approved GPS (AIM 1-2-3) 14,000 MSL
Flight crew after 30 minutes

12,500 MSL

Enroll in IFR Ground School today at [Link]/ifr

Page 7
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
VOR NAVIGATION
TRADITIONAL VOR SERVICE VOLUME NEW VOR SERVICE VOLUME

• All three aircraft are on the 060 radial, regardless of

which direction they are pointed or flying
• All VOR indicators are correct for all three aircraft
• A heading of 240 will bring the aircraft to the station

60 NM

R-090
2 NM
• Aircraft is left of the radial – needle is right of center
• Needle is deflected 2 degrees (edge of donut)
• At 60NM distance, 2 degree deflection equates to 2
miles off course (1 in 60 rule)

Enroll in IFR Ground School today at [Link]/ifr

Page 8
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
AIRSPEEDS
TYPES OF SPEEDS V SPEEDS

• Indicated Airspeed (IAS) – Speed displayed on airspeed indicator

• Calibrated Airspeed (CAS) – IAS corrected for instrument and position
VNE – Never VS0 – Stall speed, landing
errors – most POHs show CAS for a given IAS
exceed configuration - bottom of white
• True Airspeed (TAS) – Actual speed through the air. CAS corrected for non
speed arc
standard temperature and pressure – lower pressure, and higher altitude
Vfe – Max flap extended speed -
or temperature increase TAS relative to CAS
Example: An aircraft travelling 120 knots CAS at 5,000 feet in standard conditions will
top of white arc
be at 130 knots TAS – at 8,000 feet, it will be at 135 knots TAS – it flies faster! VS1 – Stall speed, specified
• Groundspeed – Actual speed moving over the ground – TAS plus (minus) configuration - bottom of green
tail (head) wind component arc
Example: An aircraft heading due north at 130 knots TAS, with a 20 knot wind out of VNO – Max structural cruising
Yellow Arc – Smooth
060° will have a headwind component of about 9 knots and a groundspeed of 121 kts
air only speed speed - top of green arc
• Mach Number – Ratio of TAS to the local speed of sound
VA – Maneuvering speed Vx – Best angle of climb Vy – Best rate of climb

TYPES OF ALTITUDES

Density Altitude 4800’

Pressure Altitude 4400’ Indicated Altitude 4000’

Absolute Altitude (AGL) 3000’

True Altitude (MSL) 4000’
Local Altimeter = 29.49 (lower than standard)
Outside Air Temp = 20°C (higher than standard)

SPEED RESTRICTIONS

Enroll in IFR Ground School today at [Link]/ifr

Page 9
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
ARRIVALS

destination airports

fly-by waypoint
(can turn to pass by) • A Standard Terminal Arrival Route (STAR) is a transition between enroute
fly-over waypoint
(cannot bypass) mandatory alt
and approach environment
range • Begins at transition point, a fix along enroute course where arrival begins
• Many STARs are intended for jets and turboprops, with high altitude and
speed minimums, but some apply to prop aircraft
• Arrivals may have multiple destination airports
• “NO STARs” in the flight plan remarks tells ATC not to assign one
max speed • STARs are depicted graphically and textually, found in Section G of the TPP
• An instruction to “descend via” the arrival allows a pilot to descend at their
MOCA
discretion to meet altitude and speed restrictions
• An instruction “cleared for arrival” allows the pilot to fly the course but NOT
to descend from last assigned altitude
• When an arrival is assigned, the controller will typically indicate the
direction of operations (north, south, east, or west) so pilots can plan
MEA Example: The MADEE FOUR Arrival applies to Bellingham, Boundary Bay and Abbotsford
Airports. The arrival begins at the Paine VOR, and splits off depending on destination and if
minimum alt runway 16 or 34 is used for Bellingham.

HOLDING PROCEDURES

• Unless otherwise instructed or published, turns are to the right side, and
legs are one minute long
• To draw a hold:
• Start with the radial you are holding on. This is the inbound course 090°
• At the holding fix or station, draw a left or right turn as needed
• Draw a straight line parallel to the inbound course, this is the
outbound course
• Draw another turn to connect back up with the inbound course
• Begin timing the outbound leg when the VOR flag flips from FROM to TO, or
you are otherwise abeam the holding fix
• There is no “protected” or “unprotected” side of a hold. Protection exists
on both sides, with wider protection on the holding side 270°
• Fly the outbound leg long enough to allow the inbound leg to last one
minute (or however much time is instructed)
• Note the wind correction required to maintain the inbound course. Triple
this correction the opposite way when flying the outbound course
• The AIM recommends holding entries (see figure to right) based on
direction approaching the hold, but any entry that keeps you within the “November 518 Foxtrot Tango. Hold west of the VOR on the 270 radial. One
protection is acceptable minute legs. Right hand turns. Expect further clearance in one zero minutes.”

Maximum Holding Speeds Direct Entry

• Upon crossing the fix, turn to follow the holding pattern
Parallel Entry
• Upon crossing the fix, turn to a heading parallel the inbound course
• After one minute, turn 210 degrees around (30° intercept to inbound)
• Intercept and fly inbound course
Teardrop Entry
• Upon crossing the fix, turn outbound to a heading 30° into pattern (240°
heading in this example)
• After one minute, turn 210° around to intercept inbound course

Enroll in IFR Ground School today at [Link]/ifr

Page 10
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
PROCEDURE TURNS
AIM 5-4-9

• Procedure turns are designed to enable a course reversal, a descent from the initial approach fix to the • When charted on an approach plate, a
approach altitudes, and an interception for the final approach course, while staying within a protected procedure turn, hold in lieu of, or teardrop
area, away from a published segment of an approach, as long as the pilot remains within a charted entry must be executed, except if:
distance • A straight in approach clearance is given
• For the hold in lieu of procedure turn or teardrop entry, depicted below, the shape and direction of the • On a DME arc
turn is mandated, for the barbed arrow, the side of the approach course is mandated, but the directions • Given radar vectors to final
of the turn and shape of the procedure are up to the pilot, as long as the charted distance is adhered to • “NoPT” is published on the chart
• On the teardrop entry, if the navaid is located at the airport, the final approach starts after the turn • Making a timed approach from the fix
Barbed Arrow Hold in Lieu of Procedure Turn Teardrop Entry

TERMINAL ARRIVAL AREA (TAA)

AIM 5-4-5d

• Provides a transition to the approach with

little required pilot/controller interaction
• Primarily used on RNAV approaches, and
follow a “T” design (see left)
• T design incorporates two IAFs plus a dual
purpose IF/IAF with a hold in lieu of
procedure turn at it, proceeding to FAF
• Minimum altitudes are published based on
distance to a fix along the T design
• Minimums altitudes replace MSAs on a typical
approach and give usual obstacle clearance
• Aircraft can be cleared much further out than
on a normal approach (30NM in this example)
• ATC will not clear an aircraft to the right or
left IAF with a greater than 90° turn needed
• Entry via one of the base leg IAFs typically
does not allow a procedure turn

VISUAL APPROACH CONTACT APPROACH

AIM 5-4-23 AIM 5-4-25
• Authorizes pilot to proceed visually and clear of clouds to airport • Enables aircraft to proceed to land without flying an instrument procedure
• Must have airport or a preceding aircraft in sight prior to being cleared • Requires at least 1 statute mile of visibility
• Ceiling at destination must be at least 1000’ with 3SM or more visibility • Destination airport must have a published instrument approach procedure
• VFR minimum cloud separations do not apply as this is an IFR procedure, • Aircraft must remain clear of clouds at all times
aircraft must simply remain clear of clouds • Can only be requested by the pilot, ATC cannot offer a contact approach
• A visual approach is not an instrument approach procedure and has no • Due to inherent risk of proceeding to land at an airport in IFR conditions
missed approach procedure without being on an instrument approach, pilot assumes responsibility for
• Aircraft going missed on a visual approach will be given instructions by obstacle clearance, and should only proceed if familiar with the area
tower or at nontowered fields should remain clear of clouds and land
• Charted Visual Flight Procedures may be published for certain airports

Enroll in IFR Ground School today at [Link]/ifr

Page 11
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
INSTRUMENT LANDING SYSTEM (ILS)
AIM 1-1-9

LOCALIZER GLIDESLOPE
• Lateral guidance for precision ILS approach • Vertical guidance for precision ILS approach
• Localizer antenna situated at departure (opposite) end of runway • Typically 3° vertical descent angle
• Signal is set up such that at runway threshold, full scale left to full scale • Intercepted from below (false glideslopes above)
right deflection is 700’ • Transmitter abeam aiming point
• Full scale deflection 0.7°
700’ Outer Marker
• Localizer signal is 4 times more sensitive than VOR (i.e., full deflection is 2.5 Middle Marker Glideslope Intercept
degrees off center, not 10) Inner Marker Decision Height
Decision Height
• Coverage range is approximately 10NM within an area 35° offset from the (CAT II)
centerline in either direction, and 18NM within an area 10° offset
Marker Beacons
• Provide range information over specific points along approach
• Transmit over radio, and can be simulated on advanced avionics like G1000
• Outer Marker: 4-7 miles out at glideslope intercept (final approach fix)
• Middle Marker: typically 3500 feet from the runway, at decision height
• Inner Marker: indicates decision height for Category II ILS approach

ILS APPROACH PLATE

ILS INDICATIONS

localizer freq

outer
marker

Right of course, on glideslope Left of course, above glideslope

On course, below glideslope On course, on glideslope

glideslope
intercept
BACKCOURSE decision altitude

• Localizer signal on opposite side of runway (for approaching departure end)

• Cannot use glideslope signal on backcourse (i.e., non precision only)
• Signal is reverse sensing when flying inbound, rather than chase the
needle, fly away from needle

Enroll in IFR Ground School today at [Link]/ifr

Page 12
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
GPS NAVIGATION
AIM 1-1-17

SYSTEM BASICS GPS ACRONYMS

• GPS is the Global Navigation Satellite System (GNSS) of the United States • RAIM - Receiver Autonomous Integrity Monitoring – A fifth GPS satellite is
• A minimum of 24 satellites orbit in such a way that at least five satellites used to cross check the position determined from the other four in sequence.
are in view at all times from any point on Earth If a fault is detected in the position information from one of the satellites, it is
• At least three satellites are required for a latitude/longitude position excluded by the receiver. RAIM coverage can be predicted using a satellite
• At least four satellites are required for latitude/longitude and altitude database or flight planning tool. If RAIM will be unavailable for a flight, an
• Onboard receivers compute the time in transit of messages from the alternative means of navigation like VOR is required for IFR
satellites to determine distance from each, and thereby aircraft position • WAAS - Wide Area Augmentation System – GPS receivers with this
• Changes in position over time give data about aircraft groundspeed and augmentation use signals from ground stations to improve accuracy of
track, they cannot determine airspeed or heading satellite signals. WAAS equipped and enabled GPS units can provide accurate
vertical position and can be used for all approaches with vertical guidance.
RAIM coverage is not required when WAAS is available
• Technical Standard Order (TSO) C129 & C196 – Unaugmented older GPS units
that are capable of IFR flight, but cannot be used for alternate planning, are
unable to perform some approaches with vertical guidance, require RAIM
coverage, and must be supplemented with other forms of navigation. TSO-
C145 & TSO-C146 units are WAAS enabled and can be used for approaches
with vertical guidance and for alternate planning
GPS Approach Acronyms
• LPV - Localizer Performance w/ Vertical – provides both lateral and vertical
guidance, and terminates at a decision altitude, similar to ILS, requires WAAS
to simulate more precise lateral guidance similar to localizer
• LNAV/VNAV - Lateral & Vertical Navigation – also provides lateral and vertical
guidance and terminates at a decision altitude, but does not require WAAS
because it uses an external source like baro-assist for vertical
• LP - Localizer Performance – Uses WAAS to simulate more precise lateral
course but does not have vertical guidance like an LPV, terminates in
minimum descent altitude
• LNAV - Lateral Navigation – Basic type of GPS approach that only provides
lateral navigation, though not as precise as localizer performance, terminates
GPS COURSE WIDTHS
in a minimum descent altitude like a non precision approach like a VOR
Localizer Performance Course Width (for LPV and LP • LNAV+V - Lateral Navigation plus Vertical – uses WAAS to compute an advisory
approaches with WAAS enabled GPS) glidepath on approaches with only LNAV minimums. It is not an official type of
approach and does not provide official vertical guidance. It terminates in a
minimum descent altitude just like any non precision approach
• APV - Approach with Vertical Guidance – GPS approaches with both lateral and
350’ either vertical guidance, flown similar to a precision approach like an ILS and
side terminate at decision altitude, but are not strictly defined as precision
approaches for purposes of alternate planning
Lateral Navigation Course Width 0.3NM • RNP – Required Navigation Performance – A set of standards for an Area
0.3NM either side Navigation (RNAV) system like a GPS to have certain performance
either side @ FAF requirements, which can be monitored onboard (like by using RAIM or WAAS).
Most WAAS enabled IFR GPS units can perform to a RNP APCH specification,
which has a lateral accuracy of 1NM in the terminal phase, scaling to 0.3 in the
final approach

Full GPS Course Widths and Modes

APPROACH TERMINAL ENROUTE

*350’ for WAAS-enabled LPV and LP approaches

Enroll in IFR Ground School today at [Link]/ifr

Page 13
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
INSTRUMENT APPROACHES
APPROACH PLATE MDA vs DA
Plan View • On an ILS approach or GPS Approach with Vertical Guidance, the glideslope is
Localizer Feather intercepted from beneath, and followed down to the decision altitude, where
(shading on right side
the approach is either continued visually or a missed approach is made (see
for front course)
red course)
Initial
Approach Fix • On a localizer only or other non precision approach, the minimum altitude is
Initial Approach maintained until crossing the final approach fix, and then a descent is made to
Fix/Intermediate Fix the minimum descent altitude, the aircraft remains at that altitude until
continuing visually, or going missed at the missed approach point, in this case
the runway threshold (see blue course)
• A visual descent point (VDP) is depicted by a black triangle on the profile view
(not seen here) indicating where a normal descent from the MDA can begin
Feeder Route
Minimum Safe
Cross Radials
Altitudes

MAP

MDA – 1080
DA – 689
Profile View
Missed Approach Proc

Holding Altitudes

Final
Approach Fix Glideslope Angle

Min Alts CIRCLING APPROACH

Threshold Crossing Height
• A descent is made to the circling MDA, and when the runway is spotted the
Height Above
aircraft maneuvers to land, remain at the MDA until a normal descent to land
Touchdown
Minimums Section can be made
<91 KIAS 91-120 KIAS 121-140 KIAS 141-165 KIAS • The aircraft must stay within a protected area defined by arcs of a certain
radius from each runway threshold. The radius length is determined by
Decision Alt Visibility
aircraft approach speed, altitude, and whether traditional or expanded circling
Minimum Min (SM)
minimums (noted with black “C” symbol in minimums section) are used
Descent Altitude • In the diagram below, and aircraft approaching at 80 knots (cat A) below 1000’
AGL, would have an expanded circling radius of 1.3 nautical miles
Expanded Circling Minimums
• If the aircraft loses sight of the runway at any time, or if the protected area is
departed, a missed approach should be executed immediately, with the
DESCENDING BELOW MINIMUMS aircraft circling in the protected area until a safe altitude is reached
• See the TPP for the full standard and expanded circling approach maneuvering
91.175c
radii
• Descent below minimums (MDA or DA) can only be made if:
1) The aircraft is in position to make a normal descent to land
2) The flight visibility is not below minimums; and
3) For Category I approaches (almost all GA approaches), at least
one of these visual references for the runway must be seen:
• Runway threshold • Runway or runway markings
• Threshold markings • Runway lights radius
• Threshold lights • Approach lighting system can be
• Visual glideslope used, but the pilot can only
indicator descend to 100 feet above the
• Touchdown zone or touchdown zone elevation, until
touchdown zone the red terminating bars, the red
markings side row bars, or the other visual
• Touchdown zone lights references are above are visible

Enroll in IFR Ground School today at [Link]/ifr

Page 14
Copyright 2023 FlightInsight
 IFR CHECKRIDE AT A GLANCE
WEATHER SOURCES
METAR

TAF

PIREP ABBREVIATIONS

WINDS ALOFT
SKY COVERAGE
Ceiling is lowest layer of clouds covering at least half the sky (broken or overcast),
here it is 3000 AGL, while the scattered layer is at 2000 AGL

@STL*

*When wind forecast is over 100 knots, 50 is added to the direction and 100 is subtracted from wind

Enroll in IFR Ground School today at [Link]/ifr

Page 15
Copyright 2023 FlightInsight