hey what's going on friends thanks for tuning in I'm going to go through the instrument ACS right now so you can be thoroughly overprepared and impress your DPE on your check ride first off thanks for watching my video statistically 85% of you watching are not subscribed so if I'm able to add any value to your life through this episode please do me a favor and subscribe to the channel and I appreciate you guys liking and commenting as well all right let's begin with a complete mock oral instrument check ride all right so we're going to start off with pilot qualifications which is i r i a K1 I'm not going to say the full name for every single one but we're just going to start off with K1 you can follow with your ACS and I'm going to go ahead and outline it here for visual reference so K1 is qualifications certification and recency what are the hour qualification requirements for an instrument pilot your DP is probably going to ask you hey show me that you're eligible for this check ride the hours consist of 50 hours of cross country is pic 40 hours of simulated or actual instrument time of which 15 hours with an instructor Cross Country flight of 250 nautical miles or more with an instructor and have had three different kinds of approaches in order to apply for an instrument rating you must have already had your Private Pilot certificate or be concurrently applying for a private pilot certificate with your instrument rating which most people are probably not doing that you have to also be able to read speak write and didn't understand the English language so what are the recency of experience requirements you must have had a flight review and to carry passengers three takeoffs and Landings in the preceding 90 days in the same category class and type that flight review must have been done in the last 2 years and you must have to fly instruments to act as pic six hits within six months have six instrument approaches holds proced hold procedures and tasks intercepting and tracking courses through the use of navigation systems and can be done in an aircraft or a simulator you can find this in 61 1557 for this if you go past the 6 months then you can fly with a safety pilot to be current again or if you go past 12 months then you must have an IPC an instrument proficiency check with a double eye or a DP or anyone that is approved to do that for you from the FAA although if you are going to use a simulator for recency of cfii must be present with you let's move on to Kil 2 privileges and limitations commercial without instrument cannot carry passengers further than 50 nautical miles or at night this is on 61133 B1 and you must file a flight plan and receive a clearance and you can't legally accept and file an IFR clearance without an instrument rating this is on 91 173 kilo 3 covers part 68 basic Med privileges and limitations pilots flying under basic Med are allowed to operate covered aircraft defined as having a maximum certificated takeoff weight of not more than 6,000 lb and are not authorized to carry more than six occupants at altitudes up to 18,000 ft MSL for this you can remember 6 6,000 18,000 Pilots can fly an IFR under basic Med so if your DP asks you hey you have basic Med let's say you do are you legal to fly IFR Romeo 3 will be proficiency versus currency what is it proficient means that you're capable of conducting a task with a high degree of competence and currency means that you have perform the minimum FAA requirements within the allotted time frame required to carry out a specific set of Duties your examiner is probably going to ask you about this if you're proficient he's going to give you a scenario it is up to you to decide whether you're proficient or if currency is enough obviously he's going to want you to explain that you must be proficient or that proficiency is very important Romeo 2 is failure to set personal minimums your IFR minimums Can Depend based on what type of aircraft you fly if you have an autopilot if you don't have an autopilot if you limit yourself to only flying with a safety pilot or with a double eye it can all depend so please make sure that you go through and that you figure out what your personal minimums are if you have no idea how to set that up be sure to ask your CFI and ask for what do you think are some good General guidelines or just look at the ones you had for your private pilot and maybe make them a little more considerate for IFR flying Romeo 3 failure to ensure Fitness and psychological factors that may affect a pilot's ability to fly IFR for this just remember I'm safe be able to explain to your examiner that if you're going through a rough time at work with your significant other if something bad just happened to you that you're not going to let that affect you and that you're not going to make a flight that can affect you emotionally physically and overall something that could be happening in your life that could translate to your IFR flight Romeo 4 covers flying unfamiliar airplanes or operating with unfamiliar flight display systems and avionics the way I think a DPE would phrase this is sure you're legal to fly a 172 with a six-pack but if you were trained only with a G1000 then it would probably be unwise without any additional training or endorsements to fly a six-pack that you do so if all of your training is with for example a G1000 which would obviously go back to the proficiency versus currency requirement your DP might ask you when is an instrument required this is part of S1 which is when in IFR flight conditions or conditions less than VFR class Alpha airspace special VFR at night and carrying passengers in Greater distances of 50 nautical miles or at night for higher for miscellaneous what information must a pic have before your flight 91103 States the acronym NW craft or not necessarily States it but this is how people like to remember it nms weather known Air Traffic Control delays Runway lengths alternates fuel takeoff and Landing distances of airports of intended use what is r and how can you check if it's working receiver autonomous Integrity monitoring is a self monitoring system to ensure adequate signal coverage at all times if coverage lapses the system alerts the pilots and you would use flight service station or a third party interface as well as the receivers installed rain prediction tool finally we'll talk about VR checks so what records do you have to keep after a v check that's going to be date Place bearing error and signature it's pretty easy to remember just remember you can find this in 9171 Bravo uh it'll be a plus plus 4 or minus degree error for a vot signal VR checkpoint or a dual VR check and it's a plus or minus 6° error if you're Airborne checkpoints or along an airway all right let's move on to section B which is weather information we're going to start off with kilo one which is obtaining weather briefings your examiner is going to ask you okay how did you come up with a weather briefing today or where would you get your weather from for this personally I would say foreflight that's what I used to get on my weather briefings he may ask you okay where does foreflight obtain the briefings or where does whatever you're using to Source your weather where do they get their information from be sure that you're able to explain this if you don't know ask your instructor he or she will probably know the answer to that question or will tell you how to figure that out or how to reference it this also ties into kilo 2 which is acceptable weather products and resources for II K3 Alpha which is atmospheric composition and stability all the way down to frost on kilo 3 kilo you should know what these things are back from your Private Pilot training if you don't know what these things are definitely be sure to brush up on these and ask your instructor to ask you questions as these things will definitely be tailored to you especially if you got these things wrong on your written exam your examiner is going to want you to understand and be able to explain wind shear how it develops what happens if you are on Final Approach and you're right above the runway with your ant Sally and you experience windsh here what are you going to do be able to explain how thunderstorms develop the stages how far you have to be from them be able to explain the different types of frost which ones are worse than others the severity levels you never know what you're going to be asked this is definitely going to be tailored to you so just run through a few scenarios with your instructor before your check ride let's move on to Romeo 1 which is the risk management area your DP will probably give you a scenario with your flight plan and say hey this has popped up can we go or can we not go be able to explain that situation or that scenario in a promptly manner to your examiner remember that if you get stumped you can always reference the pck which I have outlined in the instrument annotated ACS which is in the link in the description so for risk management Romeo 2 alpha bravo and Charlie limitations of onboard weather equipment for this you can use Nexrad uh it can be as old as 15 minutes and in severe conditions it can be dangerous because a lot can happen in 15 minutes depending on if your aircraft is equipped with Nexrad which is part of the G1000 system my aircraft does not but if it does and you're flying with the G1000 lucky you then be able to explain that all of the following can be out of date in severe weather conditions as as well proc charts weather briefings metars and taffs and uh radar currency as well if you're in a mountainous area for Sierra 2 selecting an alternate so you're going to be asked about alternates for sure on your instrument check ride so be prepared for this just remember no alternates is if required if the 123 rule is met which is for at least 1 hour before to 1 hour after the ETA the ceiling must be greater than 2000 AGL and the visibility should be greater than three statue at Miles you can see this at 91169 and for this you can also go on flight insights IFR alternate airport requirement video I really suggest that if you have a hard time understanding this I did at first but it's very simple to understand and he does a great job at explaining it so remember that for a Precision Approach at your alternate you need weather to be at least 6002 and non-precision is 88 82 in reality a pilot can select any suitable airport on the fly as or alternate and you're not required to go to the airport in your flight plan this is something that I've heard a lot of people mess up on on their check ride when they ask okay do you have to go to your filed alternate not necessarily it's only for fuel planning purposes and if there's an aircraft that's nearby that you can fly to that's VFR or at or above the 123 rule then you can use that as your alternate if you're on a whim other thing you have to consider I just reviewed this with my instructor the other day are alternate GPS considerations if your alternate has a GPS approach then you have to consider was versus a non-w GPS was can be at either destination or alternate but not at both and then a was with a barrow vnav lnav vnav can be used at both destination and Alternate and then a was equi GPS without Baron vnav lnav can be used at both destination and Alternate this can get very confusing so if you don't understand that please make sure you ask your instructor that's why they're there to help you prepare let's transition more or less back into weather so warm and cold fronts again I'm going over the basics but I want to go through this because I'm going to listen to this myself to prepare myself for the check ride I'm just happen to be uploading it on YouTube to help others out that find this information useful cold fronts the cold front itself commonly brings a narrow band of precipitation okay cold front equals a narrow band of precipitation commonly that follows along the Leading Edge of a cold front these bands of precipitation can be very strong and bring severe thunderstorms hail storms squalls or tornadoes warm fronts are a series of warmer air rising over a layer of subfreezing air and it may result in the formation of freezing rain or freezing drizzle as you approach the front the cloud layer builds quickly and the clear air between layers rapidly disappears as the cold front passes expected weather can include stratiform clouds drizzle low ceilings poor visibility variable winds and a rise in temperature let's review sigmets airmets and the types of weather reports for sigmets just know that weather is hazardous to all Aircraft it is over an area of widespread severe weather and will generally include conve activity like volcanic ash an airat contains weather information that is pertinent to most aircraft okay not just general aviation but most this is a common misconception and the conditions are more moderate than a siget there are three types of airms which is Tango Sierra and Zulu I chopped this up in my Private Pilot ACS review but of course I've come back and refreshed on it there's Tango Sierra Zulu Tango is turbulence and winds over 30 knots Tango think turbulence Sierra is IFR conditions think Sierra for C it's IFR can't see zulu is freezing levels and icing conditions thank you again to the person who commented and brought that up the different types of weather reports include metars Taps area forecasts temperature and winds alofs and Center weather advisories these are generally things that you want to look at before initializing an IFR flight AAR is a routine report for a specific location and a time not necessarily A forecast just a report a t is a forecast for a specific airport and an area forecast is a forecast for a much larger area temperature and winds a Lofts gives favorable altitude in areas of possible icing this is generally what you want to look for when you're flight planning to see the best winds and to see the temperatures Center weather advisories are an aviation warning for use by air Crews to anticipate an avoid adverse weather while and Route let's talk about the other aviation weather charts that come up for example on for flight that you might have to brief to your exameter a surface analysis chart is a surface level weather observation and it depicts low pressure high pressure and fronts the significant weather Prague chart provides a forecast of aviation weather hazards for pre-flight briefings and then the convective Outlook chart provides a graphical outlook for weather in the week ahead let's talk about the types of icing so there are two types of icing it's going to be structural and induction the structural kinds are clear which are generally found in cumula form clouds Ryme is found in stratified clouds generally and mixed is found in both induction can be carb iing this is very dangerous and this could happen to you if you forget to use your carb heat so be sure you can explain how that works in your aircraft if you have a carburetor there are newer Cessnas that are mostly fuel injected and they do not have a carburetor so be sure that you can understand and thoroughly explain how the icing systems or the deicing systems rather work in your aircraft because your DP is going to want to make sure that you understand the hazards of ice and you know how to mitigate the risks of icing you may be asked what are the categories of icing there's Trace very minimal amounts hence the name Trace light moderate and severe so so you may be asked during your pre-flight what kind of information should you be aware of you should be aware of fronts their type speed direction of movement also Cloud layers freezing levels air temperature and pressure as well as precipitation in general If you experience low pressure it could be more conducive to icing and precipitation could also avoid icing like freezing rain you may be asked how can you mitigate the risk of encountering ice during your pre-flight well you can consider the aircraft climb performance and the route's minimum altitude weight will also affect the aircraft's ability to fly in icing as well as if you're able to climb or descend under or above the mea of your proposed route be able to give yourself a bit of a safety cushion so you're not stuck at an altitude because you're unable to climb or descend also understand that icing can increase drag and understand that that can have an impact on your overall fuel consumption and going back to affecting your aerodynamics you may have to come in at a faster approach speed or a faster indicated air speed that way you are able to land safely all right that will conclude the weather portion again if you guys have any questions just leave them down below and I will get back to you as soon as I can let's start with Cross Country flight planning for kilo 1 of the Cross Country flight planning portion for the knowledge area is kilo 1 kilo 2 kilo 3 kilo 3 Alpha kilo 3 Bravo kilo 3 charlie kilo 4 and kilo 5 these are all basic Private Pilot topics that we already covered in the last video of the ACs review for this I suggest that if you fly a 172 like I do which is the only plane I can speak for to download the blue 172 performance app on the Apple Store you can do all of your weight and balance time and Route calculation and you can also use foreflight there's some great guides on YouTube out there I suggest the DP Seth Lake he has a good video on how to set up a weight and balance profile on foreflight so that's what I would use for your time climb descent rates distances headings true air speeds ground speeds as I said I already covered this in my previous ACS video with the Private Pilot I went through it a lot more it's a longer video but this video is strictly for IFR flying because I don't want to waste my time and I don't want to waste anyone else's time we will go ahead and jump to kilo for which is obviously elements of an if4 flight plan which is not like VFR flying at all the elements of an if4 flight plan include the aircraft identification flight rules and type of flight number and types of aircraft and wake turbulence category equipment departure aerodome estimated off block time cruising speed cruising level route to be followed destination total estimated elapse time of flight alternate fuel endurance total number of persons on board emergency and Survival equipment and other information you can find this in your four flight just hit file and then you can scroll through it and really see everything that you can input into there there's also a video on flight Planning by flight Insight who he provides a fantastic amount of knowledge on there about flight planning now Sierra 1 Sierra 2 Sierra 3 and Sierra 4 are all very similar so Sierra 1 prepare and present a flight plan recal calculate fuel reserves simulate filing the plan and interpret arrival departure and Route and approach procedures using charts this can all be done on for flight I strongly suggest that you use foreflight if you're not using it maybe you're using Garbin pilot which I've never used or know how to use so if you're using that and you have a way of doing that awesome just be sure to go over it with your instructor before your check ride Sierra 5 is recognize simulated Wing contamination and demonstrate mitigation of risk so for example if your DP says oh well you're flying along and you start to accumulate ice what can you do well you can reduce the angle of attack by increasing the speed if you're turning you can roll the wings level and maintain your altitude if the flats are extended you might not want to retract them unless it's determined that the upper surface of the wing is clear of ice again in my case I'm flying 172 so I can't see above the wing Sierra 6 apply pertinent information from charts supplements and nems in this case your DP is probably going to want to see that you're able to read interpret and explain chart s supplements and nms he may pick a random airport and say you know is this is this important for our flight today or is this going to affect a go or noo decision or is this going to affect the possibility of using this airport as an alternate when planning on using a GPS for IFR if was is on board you don't require any additional equipment for a non-w equipped GPS you must have an approved alternate with required checks completed like VR checks active monitoring is not required if the GPS us rain now for flight plans you must have prior to departure when operating in controlled airspace Air Traffic Control automatically deletes flight plans in the system after 2 hours and the pilot can cancel when in VFR conditions outside of class Alpha airspace all righty let's move on to pre-flight procedures airplane system related to IFR operations going to thoroughly go over systems because this is very important for instrument flying knowledge area kilo 1 is how how to prevent icing and understand how this can form in your aircraft and understand how it can affect your aircraft now every aircraft is different so I'm just going to go through the 172 so in the 172 we have the pedos the pedo heat and we have carb heat that's about it in my particular aircraft I have a 1978 cesna 172 November model if you're Flight Training in a cirrus your flight training in a piper or your flight training in a DA I could not tell you what is in that so be sure you brush up on that and go through that with your instructor let's talk about the pedo static system operation and limitations the pedo static system runs the air speed ultimeter and vertical speed indicator by measuring the pressure differential or the air speed or the pressure at a given altitude by your altimeter and vertical speed indicator the limitations are as follows if the pedot tube is blocked the air speed will read lower than when you go higher and vice versa if the static Port is blocked then the opposite will happen to the air speed indicator again for your aircraft if you have a G1000 system be able to explain what all of that system does and how it communicates with one another as well as your electrical system as this differs from plane to plane and of course how you would go about operating with inop items and for example you may be asked oh well we go out to fly today and you realize that your fuel tanks are both reading empty can we fly today obviously not okay we can't fly what would you go about doing okay well I would put an inop sticker on those gauges and talk to a mechanic so be sure that you're able to explain that process operating with inoperative equipment is on 91213 now we're going to get into airplane flight instruments and navigation equipment now this is primarily what instrument flying is all about so this entire section is going to be solely about GPS navigation and aircraft systems all right so we're going to go over the pitch bank and power instruments so pitch it's going to be your air speed attitude indicator ultimeter and your vertical speed indicator your bank instruments are going to be attitude indicator heading indicator and turn coordinator and your power instruments are going to be the air speed tacom meter and the manifold pressure one of the most important instruments that you have in your aircraft is going to be your magnetic compass it's a direction seeking instrument it's in a self-contained unit so it cannot fail and it aligns itself with magnetic field using simp magnets and it's filled with kerosene fluid and it does not freeze at the end of the day all instruments can fail so don't take my word on that but it's very difficult to have a magnet fail on you the magnetic compass errors is deviation variation and magnetic dip so deviation is going to be interference with metal components you can try this out by putting your iPad up to the compass and be aware that your DP might actually do this to you I had this happen to me on my Private Pilot check ride we were flying and my DP distracted me and pointed out some cows or something that we were flying over and he put his iPad up there and said what heading are we flying why is the magnet looking like that and I saw his iPad and I said oh that's magnetic deviation so that's from the internal magnetic fields in the aircraft's electrical systems variation is going to be the angle difference between true north and magnetic north and then magnetic dip is magnets in a compass they try to point 3D towards an Earth's magnetic pole for the North and South turning errors it's going to be undershoot north overshoot south people like to remember Unos and then acceleration and deceleration errors is accelerate North decelerate South which is ANS and this only occurs on an East and a Westerly heading now that we're on the topic of compass turnings and overshooting and undershooting remember that your standard rate turns for 3° per second is going to be 2 minutes for a 360 1 minute for a 180 and 30 seconds will be 90° if this is 1 second per 3° which would be equivalent to a standard rate turn all right let's actually get into the aircraft systems themselves we already briefly went over the pedo static instruments but I want to get more into the vacuum systems the reason being is because the vacuum system is the most important system when instrument flying so if you experience a vacuum failure usually your attitude and your heading indicator will fail and if this happens be sure to utilize your auxiliary vacuum pump if that's available to you in your plan remember your gyroscopic instruments are going to consist of your attitude indicator heading indicator and your turn coordinator for taxing remember that on your attitude indicator should read no more than 5° on Taxi turns so if it's turning more than 5° you you have an issue that you need to correct I'm going to go back and touch on the G1000 system because a lot of people fly with g100s so I don't want to skip anything on that so the G1000 system uses a ahar system or the ahrs system attitude heading reference system this includes the attitude indicator The Heading indicator and the turn coordinator and it replaces the need for vacuum systems and gyroscopes so it doesn't use a vacuum system basically internal sensors like the electronic gyroscopes and accelerometers measure the aircraft's attitude in relation to the Horizon the mag magnetometer functions as a magnetic compass without the errors and it will automatically seek the magnetic North so the glass cockpit is also made up of the ADC the air data computer the PFD which is your primary flight display and your MFD your multifunction display so the ADC the air dat computer will include the air speed indicator ultimeter vertical speed indicator and it takes information from the pedo tube and it takes it to the primary flight display and the PFD the primary flight display will show all of your primary instruments condensed into one area so that it can simplify your workload and your scan and your MFD your multifunction display will give you information such as Maps charts and other gauges comes to the instrument Flight Deck check we're going to start off with kilo one which is purpose of performing an instrument Flight Deck check and how to detect possible defects so while you're taxing on your check ride make sure that your instruments are as follow your compass moves freely your air speed indicator reads zero your vssi read zero your heading indicator follows closely or matches the compass your turn coordinator turns into a bank and the ball slips outside of the turn as in the ball turns opposite of the direction you're turning in and the clock is functioning with the secondhand ticking IFR airworthiness to include airplane inspection requirements and required equipment for IFR flight that's going to be your a tomato Flames grab card for IFR day a tomato flames flaps and grab card for IFR KN and that's going to be it for instrument Flight Deck check all you have to know everything else is going to be situational based when it comes to risk management ATC clearances and procedures so a is compliance with ATC clearances so kilo1 pilot responsibility is going to be on departure announced takeoff and departure in non-arid airport so if you're at a non-towered airport be sure that you do not take off without a clearance I was with my instructor the other day and I accidentally did that he was just smiling waiting to see if I'd catch up and I did not and I took off without a clearance so announce your takeoff in departure if you are at a non-towered airport most of you are probably going to be at a towered airport as you're going to be at a flight School contact approach after liftoff for example approach blah blah blah is with you at 2,000 climbing 3000 and then in route be listening to the appropriate frequency at all times don't get left behind on the wrong frequency if you're told you're your approved frequency change read back and comply with all instructions and clearances acknowledge and change frequencies as directed and then for your arrival be sure that ATC knows what your Landing intentions are if you're coming in for an approach be sure that they're aware that you're coming in for the rnav 35 left and not for a different approach readback can comply with all instructions and clearances as well as acknowledge and change frequencies as directed for your arrival you may be thinking okay I already know all this but I'm just making sure you guys all fully understand what is part of the Airman certification standards that you're being tested on again you may want to look into voy time which is on 9173 if you can't depart prior to the voy time you must advise air traffic control as soon as possible and state your intentions the FAA specifically States pilots who depart at or after their clearance void time are not afforded IFR separation and maybe in violation of 14 CFR section 9173 so be sure that you brush up on that and then you highlight that in your own ACS you can reference it on your check ride if you need to for getting an IFR clearance and Route you can start a VFR flight and then activate your previously filed IFR plan while and Route you would use this by checking the frequencies on your forf flight charts and your radio call would sound something like Fort Worth approach Cessna 738 uniform Yankee 10 Mi north of the field looking to pick up IFR to Witch Mountain next you could also do a POA IFR which is obtained directly from approach in this case you would say approach cess 738 uniform Yankee is 15 miles north of Denton at 4,000 request Popa IFR clearance to witcham mountain or wherever it is that you're flying kilo 2 is pic emergency Authority 913 States responsibility and authority of the pilot and command the pilot and command of an aircraft is directly responsible for and the final Authority as to the operation of that aircraft in an inflight emergency requiring immediate action the pilot and command May deviate from any rule to give way to the emergency and each pilot in command who deviates from the rule under paragraph B in the section shall upon the request of the administrator write a ritten report of that deviation of the administrator kilo 3 lost communication procedures remember you can reference 9115 if you want to put this in your ACS in case you forget but it's important to stay predictable and flight theout that you're cleared to fly and that if you arrive early you can land early as long as you feel that it's the safest thing to do remember to squawk 7600 and if possible fly into VFR conditions if VFR conditions are not in range then it would be important to follow the avf acronym assign Vector expected and filed make sure you stay above at or above your mea which is the minimum altitude for IFR operations the expected altitude if you can't fly into VFR and your assigned altitude if flying a Victor Airway with an mea that is different than your assigned altitude climb to a higher of the two altitudes leave clearance limit EFC depart fix as close to the EFC as possible if not at your fix proceed to a fix and then fly the approach if possible this all will go down to the marvelous 500 but I have a different acronym which is cause coffee which is on 9183 these are going to be a compulsory reporting point ATC direct unforecasted weather safety of flight equipment failure these are all radar envir environments and then under non- radar environments would be another cons compulsory reporting Point outer markings Final Approach fix fixed defining route and your ETA plus or minus 3° since we're on the subject of being VFR let's review VFR airspace classes which also is applicable to IFR class Alpha airspace you must have only an IFR clearance you cannot be in class Alpha airspace VFR class Bravo airspace requires you to be three statu mile visibility and clear of clouds class Charlie is three statute miles 500 ft below 1,000 ft above and 2,000 ft horizontally class Delta is three statue miles 500 ft below 1,000 ft above 2,000 ft horizontally and then in class E airspace at less than 10,000 ft MSL is also three statue miles 500 ft below 1,000 ft above 2,000t horizontally but Class E at or above 10,000 ft MSL is five statue miles 1,000 ft above 1,000 ft below and 1 mile horizontally for your class G airspace 1,200 ft or less AGL at day is one Statue of Mile clear clouds class G 12200 ft or less AGL at night three statue at Miles 500 ft below 1 ,000 ft above 2,000 ft horizontally class G more than 12200 ft AGL but less than 10,000 feet MSL at night is three statue of Miles 500 ft below 1,000 ft above 2,000 ft horizontally class G more than 1200t AG Bel less than 10,000 during the day is one statue at mile 500 ft below 1,000 ft above 2,000 ft horizontally and then class G more than 12200 ft a at and above 10,000 ft MSL is five statue of Miles 1,000 ft below 1,000 ft above and one Statue of Mile horizontal I'm going to review all those again with the simple acronyms that most of you guys understand already which is going to be f111 and 3 152s class Alpha airspace is IFR only no VFR Class B three statue miles clear of clouds c d and e less than than 10,000 ft MSL 3 152s and then Class E at or above 10,000 f11 class G 1,200 feet or less AGL during the days one Statue mile clear of clouds and then class G at night three statue at Miles 512 so 31 52s and then for higher than 10,000 ft MS cell is going to be 511 that was probably a mouthful so I'm sorry in advance if that confused you but just simply look up airspace classes and you'll find all the information on that now specifically talking about instrument approaches we're going to talk about class E transition areas which are highlighted on your sectional charts you will generally see them on your VFR sectionals and it's going to be a classy transition area which is extended from either 700 ft AGL or to 1200 ft AGL which that'll be in blue and then the 700 ft AG y a magenta and they're designated with airports for an approved instrument procedure all right let's move on to Bravo which is holding procedures Air Traffic Control clearances and procedures elements related to holding procedures a hold can be quickly added to a fix on the flight plan if assigned by ATC two weeks ago I was flying with my instructor and we were told to hold off of a fix and I had to know exactly how to fly that fix keep in mind I was already halfway down a DME Arc so it's important that you review and that you chair fly these procedures so that you know how you would fly a holding pattern you're going to have to explain to your DPE okay for this holding entry which you'd probably ask you how are you going to enter it or is it going to be a direct a teardrop or a parallel so be able to explain how you would enter holding procedure again flight insight has great videos on how to get hold entries right every single time the ACs holds a higher emphasis on the skill section on this specific part so let's go over those your general hold limits are going to be plus orus 10 knots plus or minus 100 ft plus orus 10° and if you're tracking with a VR a maximum of 34 scale deflection when it comes to wind correction obviously steer into the wind comply with ATC reporting requirements be sure to announce entry into the hold announc to air traffic control that you're holding at the fix at altitude that they allow allow you to fly at and then announce when leaving the hold fixed on the inbound course unless you're already cleared to land by air traffic control when it comes to resources you can just remember the acronym 5ts which is going to be turn time twist throttle and talk which you're going to turn the aircraft to follow the entry note the time over the holding fix and start the timer when the wings R level or set a beam the point of intended hold twist the OBS into the inbound course and then adjust the power to maintain holding speed then you talk and advise ATC of the time and altitude when you've reached the holding fix again all of these things are going to have to involve demonstrating SRM as given the Sierra 8 skill section remember the acronym for the six skills you need to be competent with effective SRM is carots controlled flight into terrain awareness aeronautical decision-making risk management automation management task management and situational awareness all right I'd like to shift briefly away from IFR ACS and speak mostly about instrument components and procedures if you guys have stuck around all the way through the video till now thank you guys again so much for watching I really appreciate the help and I love making content so be sure to like comment subscribe if you like what I'm doing and I'll continue to make more for the future ratings to come all right let's brief on GPS so there are 24 four Aviation satellites orbiting the Earth minimum they are owned by the Department of Defense and there's a minimum of five satellites in view of all times three satellites provide 2D position four satellites provide 3D position five satellites give you rain and six satellites allow was so what exactly are these things so R is receiver autonomous Integrity monitoring it requires again a minimum of five satellites R is a minimum of five satellites and it forms Integrity monitoring performed within the avionic system itself it can identify satellite failure and alert Pilots while flying and without r a pilot has no Assurance of accuracy with GPS was on the other hand requires a minimum of six satellites is always paired with GPS and it improves accuracy integrity and availability of GPS signals it allows you to have lower minimums on approaches it provides additional measurement to the aircraft receivers imp improving the ability of GPS by providing additional satellites in view generally was will be 95% accurate inside of a 25t bubble so how does was work well was is an interconnected system of GPS satellites connected to ground stations then to master stations then to ground uplinks geostationary W satellites and then to your aircraft let's talk about the is the instrument Landing system the ILS is a Precision approach with vertical and lateral guidance that can descend you down to minimums the components of a ILS you can remember Glam Glide slope localizer approach lighting system and marker beacons the Glide slope will provide you with vertical guidance therefore making it a Precision approach and if it fails you should refer to the localizer only approach the localizer will provide only lateral guidance and it is located on on the departure end of the runway it is four times more sensitive than the VR and the coverage range will generally be 35 degrees to each side of Center Line within 10 nautical miles and 10° of each line of Center Line within 18 nautical miles if for whatever reason the localizer were to fail then the approach is not authorized there are a few different types of approach Lighting systems the first one being the ALS approach lighting system it helps transition between instrument to visual approach and can help in estimating flight visibility if you know the dimensions of the ALS configuration the approach lighting system starts at 2400 to 3,000 ft from the runway SSR simplified short approach lighting system with Runway alignment indicator lights alsf approach lighting system with flashing lights and the MSR medium intensity approach lighting system with Runway alignment indicator lights are just a few of the approach Lighting systems when it comes to marker beacons the outer marker will be generally 4 to 7 Miles out it indicates where you should intercept the Glide slope and it is blue the middle marker is going to be about 3,500 ft from the runway it's where the Glide slope will meet the da it is 200 fet above touchdown and it is an amber color and then the inner marker is the point at which the aircraft is on glide slope between the Middle marker and the landing threshold generally it's going to be 100 ft above category approach for cat 2 and Cat 3 and is white let's talk about when can you descend below the da and the MDA in 91 175 all three states that must be met the aircraft is in continuous position of land making normal Maneuvers and normal rate of descent on the intended Runway flight visibility is not less than visibility prescribed in a standard instrument approach and you must have one of the following in sight the threshold threshold markings threshold lights reil LS vazzy touchdown Zone touchdown Zone markings touch Zone Zone lights Runway Runway markings or Runway lights so what is the MDA an MDA is part of a non-precision approach and you are to go Miss if you have no Runway sight at the missed approach point a DA or a DH decision altitude or decision height is only on Precision approaches and you must have the runway in sight you are to go Mist if you do not see a Runway environment the da is for cat one approaches and DH is for cat 2 and Cat 3 approaches the VDP is the visual descent point this is for non-precision approaches only it is a point on a Final Approach course of a non-precision straighten procedure from which normal descent from the MDA to Runway can be made with an adequate visual reference that we just went over you are not to descend below the MDA prior to reaching the VDP okay you are not to descend below the minimum descent altitude prior to reaching the visual descent point when you reach the visual descent Point you'll be able to follow with regular descent Glide path to the runway you may not be able to make normal Maneuvers to land and this is where you decide to go Mist again in a VDP is where you decide to go missed you may be asked what is the vda the visual descent angle is only again on a non-precision approach and it provides the pilot with information required to establish the stabilized approach to descent from the Final Approach fix or step down fix to threshold Crossing height let's go over some acronyms haa is height above airport H is height above threshold the MSA is the minimum safe altitudes remember that for non-mountainous terrain is going to be 1,000 ft and for mountainous terrain is going to be 2,000 ft the taas the terminal arrival areas they're published on an Arnav approach and they provide minimum altitudes you must maintain as you arrive from n route structure to the initial approach fix there will be no minimum safe altitudes published and it eliminates feeder routes course reversals and procedure turns once you're cleared for the approach you can descend to the minimum altitude depicted in the defined area unless instructed other otherwise GPS approach equipment it must be certified for IFR approaches according to the TSO the technical standard order and you must check the aircraft's flight manual all right let's talk about rnav approaches so we'll go ahead and talk about all the different types of approaches because this is such a huge part of instrument flying and you must know these things all right for types of Arnav approaches reference the AIM 5-45 for your rnav approaches you're going to have lnav lnav plus v lnav vnav lpv and LP lnav is lateral navigation lnav plus v is lateral plus vertical navigation lnav vnav is lateral and vertical navigation lpv is localizer performance with vertical and LP is going to be localized your performance let's start with lnav which is just lateral navigation you're going to have MDA minimums you do not need was and this will only provide lateral only Guidance the Integrity limit will be larger than localizer the lnav plus v is lateral plus vertical navigation but this is strictly for reference so you're still going to have MDA minimums you're going to need was equipped GPS for guidance you will have lateral and advisory vertical like I mention mentioned it's for advisory only and it's going to be larger than localizer as well for lnav vnav you're going to have lateral and vertical navigation for this you're going to have a DA and you're going to need was as well this will be lateral and vertical and larger than the ILS approach the lpv is going to be localizer Performance Plus vertical this is also going to have a DA requires was and it'll be lateral and vertical and it'll be pretty close to the ILS Integrity limit and then l p is localizer performance this will have an MDA was and since it provides only lateral guidance it'll be close to the localizer Integrity limit now let's go to even more depth about what was is was will provide vertical and horizontal position for a was approach it will also provide Glide path and you may file GPS to the alternate and the approach must have something other than GPS available to shoot a was approach in the occurrence of a rain failure you must pick a different approach and if you're not in approach mode and a rain failure occurs prior to the Final Approach fix do not descend to the DA or MDA must proceed and execute the missed approach when it comes to the types of approaches you're going to have precision non-precision and APV approaches so Precision will provide you with vertical and lateral guidance again it will provide you with vertical and lateral guidance in the form of a Glide slope and a localizer it's the most accurate and the ILS is the most common in a non-precision approach it will provide you only with lateral guidance to the runway and you must abide with all altitude or step down fix an APV approach is an approach with vertical guidance now this will give you lateral guidance and vertical Guidance with a Glide slope but even though it has a Glide slope it does not meet the criteria to be a precision approach like an lpv or lnav vnav for a m approach procedure you must initiate going Mist when you reach your da or when you reach your map on a non-precision approach it provides you with an obstacle clearance throughout the missed approach procedure and must and you must make sure that your plane is able to do it performance-wise if you have to execute the M approach procedure prior to where the Mis approach procedure is published you must remain at or above the MDA to ensure obstacle clearance and continue to the Mis approach Point while climbing to the specific altitude written in the procedure this is very important if you're on the Final Approach on your check ride and your examin okay go missed you can't automatically initiate a left or right turn when you're still five miles away from the runway right because that's not complying with obstacle clearance procedures so be sure that you actually make it too to the missed approach point before you decide to turn in a random Direction and go missed when it comes to procedure turns and course reversals you may be asked okay so how far out are you going to go right you must remain within a 10 nautical mile distance from the fix typically and procedure turns establish you on an inbound course along with a hold in Le and teardrops you may be asked when is no procedure turn required for this remember sharp TT it's going to you're not going to need a procedure turn whenever you're straight in a hold and Li an arc radar vectors no procedure turn published a teardrop or a timed approach let's go over visual approaches and contact approaches for a visual approach it must be initiated by the pilot or air traffic control you must have the airport and traffic in site you must have 1,000 ft AGL ceilings three statue of miles and be clear of cloud and radar services are terminated once you are handed off to the tower for a contact approach it must be requested by the pilot you need at least one statue at mile visibility and clear of clouds and an airport with standard or special instrument approaches you must maintain an IFR clearance and traffic and obstruction becomes your responsibility timed approaches are established from holding fixes when many aircraft are waiting for an approach clearance and a controller doesn't necessarily have to specify that a timed approach is in process the assigning of the time to depart the Final Approach fix inbound or order marker inbound for the approach indicates timed approaches are in use though once time is received it's the Pilot's job to adjust the holding pattern to cross the fix at the designated time given by the air traffic controller for circling distances remember that the C category of your aircraft has to be referenced one 1.3 times the vsso of your aircraft to consider your cat a b c d and e category aircrafts if you are missed approach while circling if at any point when circling to land you lose visual reference of the airport you must immediately go missed you make an initial climbing turn towards the landing Runway and then you maneuver it to intercept and fly the M approach procedure you must adhere to the clearance and that will keep you clear of obstacles I'm going to brief over a few more terms and then we will go back to the ACs so the ASR is the airport surveillance radar it's requested by the pilot for non-precision instrument approach and it provides heading and distance information to the pilot from the controller then there's a p Precision approach radar it's initiated by the pilot this is the Precision instrument approach and ATC will provide the pilot with precise vertical lateral and range information ATC will give you headings to fly for a side step there will be less than 12200 ft apart followed by the straight in landing from Runway to Runway and you're expected to make the maneuver as soon as you see the runway in sight this maneuver will have a MDA and it is important that you execute the Mis approach procedure for the runway that you started on when you were to execute the missed approach if you had to on this maneuver for departure procedures you can find this in the A 5-29 and find odps and SIDS so let's talk about those an ODP and obstacle departure procedure would generally be established at airports with high terrain or obstructions in order to fly a departure procedure the pilot must possess at least a textual description of the approved departure procedure and if you're unable to fly make sure that you put no DP or unusable in the remarks of your flight plan and if the DP is accepted in a clearance you must comply with it the standard criteria for a departure procedure is the 234 rule which is going to be climb at least 200 ft per minute you must cross the departure on the runway of at least 3,500 ft and climb to 400 ft AGL before making any left or right turns the Sid is going to be the standard instrument departure and it will simplify a clearance from the air traffic controller to the pilot it transitions you from terminal to end route structure provides obstacle clearances and is always printed graphically you must receive an ATC clearance to fly a Sid and if you cannot comply then be sure you put no star in remarks and when you file put sit first and then transitions via radar R Na and that's going to be a sid next we're going to talk about a star a standard terminal arrival route this will simplify an air traffic control clearance it facilitates transition from end route structures to approaches it will provide a lateral course altitude air speeds and they will generally tell you descend via blank blank cleared as published cleared for except or maintain altitude and air speeds let's go over low altitude IFR charts so your mtrs is going to be a military training route it's going to be in brown and it'll be it'll say IR 1206 that'll be below 1500 ft HL and if it says ir1 123 it's above 1,500 ft AGL remember that Federal Airways are four nautical miles to each side of Center Line with the floor of 12200 ft AGL and Victor Airways it's going to be Victor 12 is going to be East and West Airways and Victor 133 is going to be North and South Airways and this will extend from 1200 ft AGL up to but not including 1,800 ft MSL for an Arnav route a low altitude Arnav route are going to be highlighted with a t t route a preferred IFR route can be found on foreflight when you hit routes you can find all the different preferred IFR routes on there that other Pilots have previously been cleared for or have been given IFR clearances for to fly the route that you're trying to fly and I'm not going to touch too much on jet routes because we're probably not flying jets I at least fly a Cessna they exist only in class A airspace and they are from 18,000 ft MSL to flight level 450 let's talk about the different acronyms so there's mea M OA M MCA MAA and cop so the mea will ensure navigational signals are strong enough for reception and obstacle clearance I'll say that again mea signal and obstacle clearance communication is not guaranteed and the altitude that you must maintain is 1,000 ft above non- mountains terrain and 2,000 F feet above mountainous areas and the MoCA is going to be navigational reception ensured within 22 nautical miles of the nav defining the route the m is the lowest altitude at which an intersection can be determined from an off course navade and the MCA is charted when a higher mea route segment is approached and the MCA is usually indicated when a pilot is approaching steeply Rising terrain and obstacle clearance indor signal reception is compromised MAA is going to be the highest altitude at which the airway can be flown with Assurance of receiving adequate navigational systems for example you'll see a route that will say ma-10 000000 for a cop that's going to be your changeover point so if a changeover point doesn't appear on an airway then the frequency should just be generally changed midway between the two facilities for example navigating between two different vs be sure that you go through your IFR TPS and foreflight legends and that you can understand what all these things on your charts mean because you're going to be given an IFR and Route low altitude chart on your check ride and your DP will probably say hey tell me what this is what does this do how do I know where this is going what does this little number mean so be sure that you are brushed up and proficient with this information finally guys we are going to touch on aeronautical decision making and psychological fact s thank you guys again for making it to the 1 hour Mark we're at 59 minutes and 30 seconds let's jump into the artical decision-making factors let's talk about spatial disorientation which is one of the highest causing IFR consequences of not paying attention and staying ahead of the aircraft you can remember ice Flags inversion Illusions coriolis Illusions elevator Illusions a false Horizon leans autokinesis graveyard spiral sonographic Illusions the inversion illusion will be abrupt changes from a climb to straighten level flight which will feel as if you're tumbling the Coriolis illusion will be caused by rapid head movements and it'll set the UL fluid in motion creating the illusion of turning or accelerating on an entirely different axis it may cause the pilot to think the aircraft is maneuvering a way that it is not elevator illusion is an Abrupt change from a CL climb to straighten level which will make the pilot feel as if you're tumbling backwards a false Horizon will be a sloping cloud formation or an obscured horizon or a dark scene with lights and stars and it could provide an inaccurate visual information for aligning the aircraft correctly with the actual Horizon the pilot May place the plane in an unusual attitude by accident L will be leans abrupt recovery from a bank which will make you feel as if you are turning the opposite way resulting in you turning back to where you first were turning and coming from autokinesis develops when stationary lights will appear to move when you're stared at it for many seconds but you could try to align it with false movements of the light which could place the aircraft in an unusual attitude the graveyard spiral is when spatial disorientation occurs and you lose awareness of the aircraft's attitude during a recovery to level flight the pilot may experience a sensation of turning in the opposite direction and you may return the aircraft to its original turn because an aircraft tends to lose altitude in turns there could generally be a loss and altitude the pilot will then try to pull further which will tighten the turn and the air speed of the aircraft which could turn you into the ground Som graphic illusion is the rapid acceleration which makes you feel as if you have a high nose attitude again I might have butchered that title but I'm doing my best let's talk about optimal goal Illusions so the runway with illusion will be when narrow runways create the illusion of an aircraft being higher than what it actually is and it'll cause Pilots to fly a lower approach than desired wider runways will create the illusion of the aircraft being lower than it actually is and it'll cause the pilot to fly higher and possibly overshoot the runway for a Runway terrain slope UPS sloping runways can create the illusion that the aircraft is higher and downs sloping can create the illusion that the aircraft is lower than it is the black hole effect May create an illusion that the aircraft is at a higher altitude than it actually is by causing the pilot to fly lower than desired water refraction which is why I do not suggest you flying rain the rain on the windshield can create an illusion of being at a higher altitude due to the Horizon appearing lower than it is this can cause the pilot to fly a lower approach so how can you prevent optical illusions well for this of course be aware of what these Illusions are and how they can occur to you and in what situations they can occur to you and be sure that you use chart supplements that you understand the airport environment that you're flying to and use and use vazis and papies if they are available to you again this all ties into aeronautical decision making which is part of the decide model to detect a problem estimate how severe it is choose the best course of action identify the solution do what needs to be done and evaluate if it helped your problem let's go over the pave I'm safe and personal minimum so the pave checklist is going to be the pilots health physical emotional currency and proficiency make sure you're safe aircraft will be airworthiness performance proper configuration e is environment Airport conditions terrain and airspace weather and W Craft which you already went through and E is going to be your external pressures being pushed to fly somewhere say you have to catch a wedding or an event the i'ms safe model will be illness medication stress alcohol fatigue and eating or emotions and it is important that you develop your own personal minimums because this can help you set up a go or no-o decision your DP might give you a scenario hey so our passenger in the back is experiencing hypoxia what are the different types of hypoxia and how do you identify them well hypoxic hypoxia is the lack of oxygen due to high altitude hypemic means that you cannot carry adequate oxygen in the blood cells stagnant means there's a decreased circulation of blood flow and histotoxic means that there's a decreased absorption due to drugs and alcohol the passenger might be experiencing dizziness Euphoria nausea or belligerence all right guys that's enough IFR reviewing for me I think I covered essentially everything I wanted to know for myself hopefully some of you guys can use this for your own check ride prep I believe I went through it pretty well but I'm again like I said I'm using this as a personal guide a personal reference but I'm going to post this on YouTube just so that other people can follow along and don't have to talk into a microphone for 1 hour 5 minutes and 4 seconds and you just have this already there for you to listen to while you're driving to work while you're drinking coffee and enjoying your lunch whatever it is that you're doing so thank you guys for watching I really appreciate you guys listening all the way through if you made it please make sure you like comment and subscribe comment your favorite airplane if you've made it this far that way I know you actually have made it this far thanks again have a wonderful rest of your day I'm going to get healed up I'm sick right now sorry if my voice sounded terrible thank you guys for watching I'll see you guys in the next video happy and safe lineing guys