Preflight Flashcards
(37 cards)
What are the fuel requirements for flight in IFR conditions? (14CFR 91.167)
The aircraft must carry enough fuel (considering weather reports, forecasts and weather conditions) to complete the flight to the first airport of intended landing, fly from that airport to the alternate airport, and fly after that for 45 minutes at normal cruising speed.
Before conducting an IFR flight using GPS equipment for navigation, what basic preflight checks should be made? (FAA-H-8083-15)
Preflight actions should include:
a. Verify that the GPS is properly installed and certified for the planned IFR operation.
b. Verify that the databases (navigation, terrain, obstacle, etc.) have not expired.
c. Review GPS and WAAS NOTAMs.
d. Review GPS RAIM availability for non-WAAS receivers.
e. Review operational status of ground-based NAVAIDs and related aircraft equipment (e.g., 30-day VOR check) appropriate to the route of flight, terminal operations, instrument approaches at the destination, and alternate airports at ETA.
f. Determine that the GPS receiver operation manual or airplane flight manual supplement is onboard and available for use.
Explain the function of RAIM (FAA-H-8083-6)
Receiver autonomous integrity monitoring (RAIM) is the self-monitoring function performed by a TSO-129 certified GPS receiver to ensure that adequate GPS signals are being received at all times. The GPS alerts the pilot whenever the integrity monitoring determines that the GPS signals do not meet the criteria for safe navigation use.
When is a RAIM check required?
TSO-C129 (non-WAAS) equipped aircraft - If TSO-C129 (non-WAAS) equipment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time using current GPS satellite information.
TSO-C145/C146 (WAAS) equipped aircraft - if TSO C145/C146 (WAAS) equipment is used to satisfy the RNAV and RMP requirement, the pilot/operator need not perform the prediction if WAAS coverage is confirmed to be available along the entire route of flight. Outside the US or in areas where WAAS coverage is not available, operators using TSO-C145/C146 receivers are required to check GPS RAIM availability.
Note: In the event of a predicted, continuous loss of RAIM of more than 5 minutes for any part of the intended flight, the flight should be delayed, canceled, or re-routed where RAIM requirements can be met. Pilots should assess their capability to navigate (potentially to an alternate destination) in case of failure of GPS navigation.
What are several methods a pilot can use to satisfy the predictive RAIM requirement (RAIM check)? (AIM 1-1-17, 5-1-16)
a. Operators may contact a Flight Service Station to obtain non-precision approach RAIM. Briefers will provide RAIM information for a period of 1 hour before to 1 hour after the ETA, unless a specific time frame is requested by the pilot.
b. Use the Service Availability Prediction Tool (SAPT) on the FAA enroute and terminal RAIM prediction tool at: http://sapt.faa.gov/default.php
c. Use a third-party interface, incorporating FAA/Volpe Center RAIM prediction data without altering performance values to predict RAIM outages for the aircraft’s predicted flight path and times.
d. Use the receiver’s installed RAIM prediction capability (for TSO-C129a/Class A1/B1/C1 equipment) to provide non-precision approach RAIM.
What aircraft instruments/equipment are required for IFR operations? (14 CFR 91.205)
Those required for VFR day and night flights plus:
G - Generator or alternator of adequate capacity
R - Radios (nav and comm equipment suitable for the route to be flown)
A - Altimeter (sensitive)
B - Ball (slip/skid indicator of turn coordinator)
C - Clock (sweep second hand or digital presentation)
A - Attitude indicator
R - Rate of turn (turn coordinator)
D - Directional gyro
D - DME or RNAV (for flight at FL240 and above if VOR equipment is required for the route)
What are the required tests and inspections to be performed on an aircraft? Include inspections for IFR.
A - Annual inspection within the preceding 12 calendar months.
A - Airworthiness directives and life-limited parts complied with, as required
V - VOR equipment check every 30 days (for IFR ops).
1 - 100 hour inspection, if used for hire or flight instruction in aircraft flight instructor provides.
A - Altimeter, altitude reporting equipment, and static pressure systems tested and inspected (for IFR ops) every 24 calendar months.
T - Transponder tests and inspections, every 24 calendar months.
E - ELT, operation and battery condition inspected every 12 calendar months.
During the preflight inspection in an aircraft that doesn’t have an MEL, you notice that an instrument or equipment item is inoperative. Describe how you will determine if the aircraft is still airworthy for flight.
I will ask myself the following questions to determine if I can legally fly the airplane with the inoperative equipment item:
a. Are the inoperative instruments or equipment part of the VFR-day type certification?
b. Are the inoperative instruments or equipment listed as “Required” on the aircraft’s equipment list or “Kinds of Operations Equipment List (KOEL)” for the type of flight operation being conducted?
c. Are the inoperative instruments or equipment required by 14 CFR 91.205, 91.207 or any other rule of 14 CFR Part 91 for the specific kind of flight operations being conducted?
d. Are the inoperative instruments or equipment required to be operational by an AD?
If the answer is “Yes” to any of these questions, the aircraft is not airworthy and maintenance is required before I can fly. If the answer is “No” to any of these questions, then the inoperative instruments or equipment must e removed (by and A&P) from the aircraft, or deactivated adn placarded “inoperative.”
May portable electronic devices be operated on board an aircraft? (14 CFR 91.21)
No person may operate nor may any PIC allow the operation of any portable electronic device:
a. On aircraft operated by an air carrier or commercial operator; or
b. On any other aircraft while it is operated under IFR.
Exceptions are: portable voice recorders, hearing aids, heart pace-makers, electric shavers or any other portable electronic device that the operator of the aircraft has determined will not cause interference with the navigation or communication system of the aircraft.
Are electronic chart systems (electronic flight bags) approved for use as a replacement for paper reference material (POH and supplements, charts, etc.) in the cockpit?
Yes; electronic flight bags (EFBs) can be used during all phases of flight operations in lieu of paper reference material when the information displayed is the functional equivalent of the paper reference material replaced and is current, up-to-date, and valid. It is recommended that a secondary or back-up source of aeronautical information necessary for the flight be available.
What documents are required on board an aircraft prior to flight (14 CFR 91.9, 91.203)
A - Airworthiness Certificate
R - Registration Certificate
R - Radio Station License (if operating outside of US; and FCC regulation)
O - Operating Limitations - AFM/POH
W - Weight and balance data (current)
Compass deviation card
External Data Plate/Serial Number
What additional aircraft documentation should be onboard an aircraft equipped with an IFR-approved GPS?
Most systems require an Airplane Flight Manual Supplement (AFMS) and Cockpit Reference Guide or Quick Reference Guide to be onboard as a limitation of use.
How often are GPS databases required to be updated?
The navigation database is updated every 28 days. Obstacle databases may be updated every 56 days and terrain and airport map databases are updated as needed.
Can a GPS with an expired database bye used for navigation under IFR?
The navigation database contained in the GPS/FMS must be current if the system is to be used for IFR approaches.
Some units allow enroute IFR operations with an expired database if the navigation waypoints are manually verified by referencing an official current source, such as a current enroute chart. To determine equipment approvals and limitations, refer to the AFM or AFM supplements.
Can a pilot perform the required database updates or must this action be accomplished by authorized maintenance personnel?
Updates of databases of installed avionics may be performed by pilots provided they can be initiated from the flight deck, performed without disassembly of the avionics unit, and performed without the use of tools and/or special equipment. Updating databases for self-contained, front-panel, or pedestal-mounted GPS units is a non-maintenance task, adn does not require an entry in the aircraft logbook.
How can a pilot determine what type of operations a GPS receiver is approved for?
The pilot should reference the FAA-approved AFM and AFM supplements to determine the limitations adn operating procedures for the particular GPS equipment installed.
Can a handheld GPS receiver be used for IFR operations?
VFR and hand-held GPS systems are not authorized for IFR navigation, instrument approaches, or as a principal instrument flight reference. During IFR operations they may be considered only as an aid to situational awareness.
Exam tip: Expect to be tested on the location of the GPS antenna(s) as well as the antenna locations for other installed equipment such as VHF communication radios, transponder/DME, VOR/Localizer/Glideslope receivers, adn ELT transmitter.
During preflight you notice several static discharge wicks are missing from your airplane. Explain the function of the static wicks and the problems that could occur inflight if they are missing.
Static dischargers, or wicks, are installed on aircraft to reduce radio receiver interference caused by corona discharge emitted from the aircraft as a result of precipitation static. Precipitation static occurs when an aircraft encounters airborne particles during flight (rain or snow) and develops a negative charge. The problems created by P-static range from serious, such as complete loss of VHF communications and erroneous magnetic compass readings, to the annoyance of high-pitched audio squealing.
When must a pilot file an IFR flight plan?
Prior to departure from within or prior to entering controlled airspace, a pilot must submit a complete flight plan and receive clearance from ATC if weather conditions are below VFR minimums. The pilot should file the flight plan at least 30 minutes prior to the estimated time of departure to preclude a possible delay in receiving a departure clearance from ATC.
The FAA has transitioned to using the ICAO format flight plans for all flights. When is it mandatory to use one?
Use of an ICAO flight plan is:
a. Mandatory for assignment of RNAV SIDs and STARs or other PBN routing.
b. Mandatory for all IFR flights that will depart US domestic airspace.
c. Recommended for domestic IFR flights.
When will ATC delete from the system a departure flight plan that has not been activated?
Most centers have this parameter set so as to delete these flight plans a minimum of 2 hours after the proposed departure time or Expect Departure Clearance Time (EDCT). To ensure that a flight plan remains active, pilots whose actual departure time will be delayed 2 hours or more beyond their filed departure time are requested to notify ATC of their revised departure time.
When can you cancel your IFR flight plan?
An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside of Class A airspace. Pilots must be aware that other procedures may be applicable to a flight that cancels an IFR flight plan within an area where a special program, such as a designated TRSA, Class C airspace, or Class B airspace, has been established.
After filing an IFR flight plan, can you depart VFR and pick up your IFR clearance in the air?
A VFR departure can be used as a tool that allows you to get off the ground without having to wait for a time slot in the IFR system; however, departing VFR with the intent of receiving an IFR clearance in the air can also present serious hazards worth considering. A VFR departure dramatically changes the takeoff responsibilities for you and for ATC;
a. Upon receiving clearance for a VFR departure, you are cleared to depart; however, you must maintain separation between yourself and other traffic.
b. You are also responsible for maintaining terrain and obstruction clearance as well as remaining in VFR weather conditions. You cannot fly in IMC without first receiving your IFR clearance.
c. Departing VFR relieves ATC of these duties, and basically requires them only to provide you with safety alerts as workload permits.
Which altitude for the route of flight does the requested altitude represent - initial, lowest, or highest?
Enter the planned cruising level for the first or the whole portion of the route to be flown, in terms of flight level, expressed as “F” followed by 3 figures (for example, F180; F330), or altitude in hundreds of feet, expressed as “A” followed by 3 figures (for example, A040; A170).
