IFR FLIGHT ENVIRONMENT

Airports
 DESCENT BELOW DH/MDA
14CFR 91.175(c)
• no pilot may operate an aircraft below the
authorized MDA or continue an approach
below the authorized DH unless—
• Flight visibility is not less than the visibility
prescribed in the standard instrument
approach being used and
• Aircraft is continuously in a position from
which a descent to a landing on the intended
runway can be made at a normal rate of
descent using normal maneuvers and
•Runway environment is in sight
 FLIGHT VISIBILITY
14CFR 1.1

Flight visibility means the average

forward horizontal distance, from the
cockpit of an aircraft in flight, at
which prominent unlighted objects
may be seen and identified by day
and prominent lighted objects may
be seen and identified by night.
 RUNWAY ENVIRONMENT
• at least one of the following visual references for
the intended runway is distinctly visible and
identifiable to the pilot:
• The runway or runway markings, runway lights.
• The threshold, threshold markings, threshold
lights.
• The touchdown zone, markings, touchdown zone
lights.
• The runway end identifier lights.
• The visual approach slope indicator.
• The approach light system, except that the pilot
may not descend below 100 feet above the
touchdown zone elevation using the approach
lights as a reference unless the red terminating
bars or the red side row bars are also distinctly
visible and identifiable.
 APPROACH LIGHT SYSTEMS
AIM 2-1-1 & IFH 7-31
• ALSF-1 has red terminating bars
• ALSF-2 has 2 red side row bars
• MALSR, MALSF, SSALR, ODALS, etc.
have no red bars
• May descend to 100 feet above TDZE if
any ALS in sight
• Must see one of the other visual
references to continue below 100 feet if
no red bars, otherwise MISSED
APPROACH!
 Approach Light Systems
• Purpose
–Helps the pilot to transition from
instrument to visual references
during the approach to landing
• Range from threshold
–Non-precision : 1400 to 1500 feet
–Precision : 2400 to 3000 feet
 “The Rabbit”
• A series of brilliant blue-white bursts of
flashing light sequenced toward runway

• Sequenced Flashing lights (SF)

• Between approach light bars
– ALSF-1 ALSF-2 MALSF

• Runway Alignment Indicator Lights (RAIL)

• Preceding approach light bars
– SSALR/MALSR
Visual & Non-Precision Runway Markings

• Visual Runway
–Runway number
–Centerline
Non-precision Instrument
Runway
– Includes all on Visual plus:
–Threshold Markings
–Aiming Point Markings (1000 ft)
 Precision Runway Markings
• Precision Instrument Runways
– Includes all on Visual & Non-
precision plus:
– Touchdown Zone Markings
• 500 ft intervals for first 3000 ft or half, whichever is less

– Side Stripes
Visual, Non-precision, Precision
 Taxiway Markings
• Continuous yellow centerline stripe
• Hold lines
– keep aircraft clear of runways
– Solid line on taxiway side: Do not cross
without clearance!
– Dashed line on runway side: “dash across
dashed lines”
• ILS Hold Line
– to prevent interference of ILS signal
– ILS critical area active when:
CIG <800’ visibility <2 SM
• Displaced Threshold
– Begin/end normal operations for takeoff
and landing rollout, not for landing.
– White arrows leading to displaced
threshold
• Blast Pad / Stopway Areas
– Yellow chevrons
– May not be used for taxi, takeoff, or
landing
– At military bases, this is called an
“Overrun”
 Additional Markings

• Demarcation Bar
– separates displaced threshold area from
blast pad, stopway, or taxiway that
precedes the runway
• Closed Runway
– large yellow or white X at each end
• Closed Taxiway
– Xs or simply blocked off
 Airport Signs
• Most airfield signs are standardized.

• The International Civil Aviation

Organization (ICAO)
–specialized agency of the United
Nations whose objective is to
develop standard principles and
techniques of international air
navigation and to promote
development of civil aviation.
 Airport Signs

• Mandatory Instruction Signs

• Location Signs
• Direction Signs
• Destination Signs
• Information Signs
• Runway Distance Remaining
Signs
FAA test describes this
“Black square-
as a “white sign with a
you’re there”
red background”

“Yellow array
Points the way”
 LAHSO
• Land and Hold Short Operations
– In effect at some controlled airports
• Could be at:
– Intersecting runway
– Intersecting taxiway
– Designated point on the runway
• Determination of available landing
distance (ALD)
 Runway End Identifier Lights
(REIL)
• High intensity white strobe lights
• One on each side of runway
threshold
• Purpose: rapid identification of
approach end of runway in low
visibility conditions
 Visual Approach Slope
Indicators
• Purpose:
– Visual means to determine if you are
too high, too low, or on the correct
glide path
• Two bar VASI
– Normally set to 3° angle
– Safe obstruction clearance +/- 10° of
extended centerline, and 4 nm out
– Visible 3 to 5 nm (day) 20 nm (night)
Visual Approach Slope Indicators
• 3-bar VASI
–Near and middle bar for normal 3°
–Middle and far bar for high cockpit
aircraft (steeper approach path)
• Pulsating Approach Slope
Indicator (PLASI)
–Projects a 2 color visual approach
path into the final approach area
 Visual Approach Slope Indicators
• Precision Approach Path Indicator
(PAPI)
–similar to VASI
–single row of 2 or 4 unit lights
• Tri-color VASI
–Single light unit projecting a 3-color
visual glide path
–Amber Green Red
 PAPI

>3.5 3.2 3 degrees 2.8 <2.5

 Runway Lighting
• Runway Edge Lights (HIRL, MIRL, LIRL)
–1) White for visual
–2) Amber on last 2,000’ or half runway
(whichever is less) for instrument
• Threshold Lights
–Bi-directional inside runway edge lights
–Green: Approach end
–Red: Departure end
• Displaced Threshold Lights
–Green on each side of runway,
outboard from runway edges
 Runway Lighting

• Touchdown Zone Lighting (TDZL)

–AIM 2-1-5(b): “Two rows of
transverse light bars disposed
symmetrically about the runway
centerline”
–Steady-burning white lights which
start 100 ft beyond threshold &
extend to 3,000 ft down the runway
or to the midpoint, whichever is less
 Runway Lighting

• Runway Centerline Lights (RCLS)

–50 ft intervals
–White to 3,000’ remaining, then
alternate red/white to 1,000’
remaining, then red for last 1,000’
• Land and Hold Short Lights
(LAHSO)
–Row of 5 flush mounted flashing
white lights at the hold short point
 Taxiway Lighting
• Taxiway Lead-off Lights
–Flush mounted alternating green
and yellow lights at 50 feet intervals
–Curved path to intersecting taxiway
• Taxiway Centerline Lights
–Green
• Taxiway Edge Lights
–Blue
 Pilot Controlled Lighting
• Designed to conserve energy
• Key the mike:
7: high 5: medium 3: low
Remain on 15 min after last activation
• Details found in:
–AFD
–IAP charts legend
Airport Beacon and Obstruction Lights
• Beacon / daylight / BCDE
– ground visibility < 3sm and/or
ceiling < 1,000’
• Obstruction lights could be installed
on:
– towers
– buildings
Bright red or high
– powerlines intensity white lights
Could flash on and off
 Runway Incursion
• Any occurrence at an airport
involving an aircraft, vehicle,
person, or object on the ground
that creates a collision hazard or
results in loss of separation with
an aircraft taking off or intending to
take off, landing, or intending to
land.
 Causes of Runway Incursion
• Errors associated with:
–Clearances
–Communication
–Airport Surface Movement
–Positional Awareness
–LAHSO
IFR FLIGHT ENVIRONMENT

Airspace
 AIRSPACE
• You are either in:
–CONTROLLED
–UNCONTROLLED
• Special Use and Other
Airspace
–May include controlled or
uncontrolled segments
Careful! This FAA test figure is not drawn to scale
 Controlled Airspace!
• What does the controller do when you
are operating IFR?
–ATC provides separation between
your aircraft and all other IFR flights.
–ATC can provide traffic advisories
for VFR operations if workload
permits.
–You must exercise “see and avoid”
when operating under IFR in VMC.
 Controlled Airspace
•KNOW VFR weather
minimums!
• You need to know when WX is
below VFR so you’ll know when
you need IFR clearance
• Use VFR WX minimums when
“VFR-ON-TOP” (we’ll talk more
about this when we study IFR
clearances)
VFR Wx Mins
• Numbered
circles represent
visibility
• Lettered
squares
represent
distance from
clouds
 Equipment requirements
–Two-way comm in A, B, C, D
– Transponder with Mode C in:
• Class A Airspace
• Class B Airspace
• within 30 nm of Class B primary
airports
• in and above Class C Airspace
• at or above 10,000’MSL, excluding
airspace at and below 2500’AGL
B
 Class A Airspace
• 18,000’MSL up to and including FL600.
• No VFR flight permitted.
• To Fly in class A:
–1) as PIC, rated and current for IFR
–2) operate under IFR flight plan
–3) aircraft must be IFR equipped
–4) at FL240 and above, DME equipped
 Class B Airspace
• Airspace for country’s busiest
airports
• Usually surface to 10,000’MSL
• Each airport unique to facilitate
departure and arrival needs
• For IFR, need operable VOR (or
TACAN) receiver in addition to 2
way radio and Mode C.
 Class C Airspace
• 5 nm radius core
• 10 nm shelf area
• ATC equipped to provide radar
service for ALL aircraft.
• Also has an outer area for an
additional 10 nm (20 NM radius)
• Vertical - surface to 4000’ AGL
• 2 way radio prior to reaching shelf
 Class D Airspace
• Normally ceiling is 2500’ AGL
within a 4nm radius
• Designated airports with control
towers
• Must establish communication
prior to using
• Airspace is based on instrument
procedures at airport, so may be
shaped irregularly
 Class E Airspace
• Aerial Leftovers!
• Starts at 14,500’MSL and extends
up to, but not including, base of
Class A
• Federal (Victor) Airways
–8nm wide
–1200’ AGL up to, but not including
18,000’MSL
• Transition areas - 700’AGL
 Special VFR
• Can apply when:
–weather is below VFR minimums
–1sm and clear of clouds
–no conflicting IFR traffic
• Special VFR clearance:
–most Class D and E surface areas
–some Class B and C surface
areas
 Special VFR
• Not permitted between sunset
and sunrise unless:
–you are currently instrument
rated
–aircraft is instrument equipped
• Not issued at designated
busier airports for fixed-wing
aircraft- “NO SVFR”
 Class G Airspace
• UNCONTROLLED
• Most Class G airspace terminates at
the base of Class E airspace at 700 or
1,200’ AGL, or at 14,500’MSL.
• Flight plan not required for IFR
• ATC does not exercise control
• If you choose to fly in the clouds
without a clearance you are AT YOUR
OWN RISK!
 Aircraft Speed Limits
• < 10,000’MSL < 250 KIAS
• At or below 2500’AGL within 4 nm
of the primary airport of a Class C
or Class D airspace < 200 KIAS
• Airspace underlying a Class B or
in a VFR corridor < 200 KIAS
 Special Use Airspace
• Prohibited areas
–Security or National Welfare
• Restricted areas
–Invisible hazards
–Permission of controlling agency
• Warning areas
–3NM outward from U.S. coast
–Warn non-participating aircraft of
potential danger
 AIM 3-4-3. Restricted Areas
• a. ... Restricted
areas denote
the existence of unusual, often
invisible, hazards to aircraft
such as artillery firing, aerial
gunnery, or guided missiles…
• b. ATC facilities apply the following
procedures when aircraft are operating on
an IFR clearance…
– 1. If the restricted area is not active and has
been released to the controlling agency
(FAA), the ATC facility will allow the aircraft to
operate in the restricted airspace without
issuing specific clearance for it to do so.
 AIM 3-4-4. Warning Areas

• A warning area is airspace of defined

dimensions, extending from three nautical
miles outward from the coast of the U.S.,
that contains activity that may be
hazardous to nonparticipating aircraft. The
purpose of such warning areas is to warn
nonparticipating pilots of the potential
danger. A warning area may be located
over domestic or international waters or
both.
 Special Use Airspace
• Alert areas
–High volume of pilot training or
other unusual activity
–Not restricted / exercise caution

• Military Operations areas (MOA)

–Separate certain military training
activities from IFR traffic
 AIM 3-4-5. Military Operations Areas
• a. MOAs consist of airspace of defined
vertical and lateral limits established
for the purpose of separating certain
military training activities from IFR
traffic. Whenever a MOA is being
used, nonparticipating IFR traffic may
be cleared through a MOA if IFR
separation can be provided by ATC.
Otherwise, ATC will reroute or restrict
nonparticipating IFR traffic.
 Special Use Airspace
• Controlled Firing area
–They have spotters to cease firing
when aircraft approaching area

• National Security Areas (NSA)

–Requirement for increased
security and safety of ground
facilities
–Voluntary request to avoid
 Other Airspace
• Airport advisory area
–Within 10sm of airport with FSS
–No operating control tower
–FSS provides local airport
advisory service (LAA)
• Military Training Routes (MTR)
–<10,000’MSL for VFR/IFR at
speeds over 250 knots
• Parachute Jump areas
• Temporary Flight Restrictions
–Short time protection
–Usually within 2,000’ AGL and
3nm radius
• Terminal Radar Service area
(TRSA)
–Original terminal radar program
–Class D or Class E with radar
Air Defense Identification Zones
(ADIZ)
• Aircraft entering U.S. domestic
airspace from points outside must
provide identification prior to entry.
• Must file a flight plan
• If flying VFR, file a DVFR flight
plan (defense)
• Give ATC reports of your location
while inbound
IFR FLIGHT ENVIRONMENT

Flight Information
 The Airport Facility
Directory (A/FD)

Updated Every
56 Days

Your One-Stop Shop For

All Of Your Airport
Information Needs!
 Airport/Facility Directory
• Series of regional books
• Directory Legend Sample tells all!
• Other Sections:
–Special Notices
–Preferred IFR Routes
–LAHSO Data
–VOR Receiver checkpoints and VOT
–ARTCC Sector Frequencies
 AIRPORT / FACILITY DIRECTORY (AFD)

• Directory Legend *
• will be available in FAA test book!
• Find the circled numbers next to the
sample entry in the legend then go to
the matching number on one of the
following legend pages for more
information.
Aeronautical Information Manual
AIM
• Source of OPERATIONAL information
• FAA approved
• Learn to use Table of Contents & INDEX
– 1 Nav Aids 2 Lighting & Aids
– 3 Airspace 4 ATC
– 5 Air Traffic Proc. 6 Emergencies
– 7 Safety of Flight 8 Medical Facts
– 9 Charts & Pubs
 Notices to Airmen
• Time critical information
• NOTAM(D)
– all navigational facilities, public use airports
• NOTAM(L)
– distributed locally (100 miles)
– must specifically request
• FDC NOTAMs
– regulatory in nature
– Charts, Instrument Approach Procedures
 Local (L) NOTAM’S
• Taxiway closures, personnel and
equipment near or crossing runways,
and airport lighting aids that do not
affect instrument approach criteria,
such as VASI
• May affect a pilot’s decision to make a
flight but is advisory in nature and may
be hazardous if not known
 Distant (D) NOTAM’S
Information regarding all navigational
facilities that are part of the NAS, all
public use airports, seaplane bases,
and heliports listed in the AF/D
• May affect a pilot’s decision to make a
flight, (e.g. VOR out of service or
runway closed.)
 Flight Data Center (FDC)
NOTAM’S
• Information that is regulatory in nature;
amendments to published Instrument
Approach Procedures and other current
aeronautical charts; temporary flight
restrictions caused by such things as
national security, natural disasters or large
scale public events
• www.faa.gov/NTAP Notices to Airmen
Publication
• Also linked to ETA (and flight website)
 Advisory Circulars (AC)
– FAA publications necessary for good operating
practice but not binding unless incorporated into a
regulation
– 60-AIRMEN
– 70-AIRSPACE
– 90-ATC & GENERAL OPERATING RULES
& PROCEDURES
Electronic Flight Publications

–FAA Home Page

–http://www.faa.gov
–Electronic FAR/AIM
http://www.faa.gov/atpubs/aim
–Check flight website for links to
publications