Think about which of the items on that list you would need to know without looking up, memorize them, and bookmark all the rest. So, in terms of bookmarking, check the list in the book of what FAR's and AIM sections are applicable to your ride. Also, remember that the examiner may use the areas your knowledge test report says you missed as focus points in the oral, so study them extra thoroughly. On the other hand, for stuff you’d have to know RIGHT NOW (e.g., best glide speed for engine failure, etc.), you’d best not stumble or stutter – know that stuff cold. But make sure you know where the answer is without reading the whole FAR/AIM cover-to-cover. (Thanks to Mark Bourdeaux for this categorization.) So if the examiner asks you about currency, it’s OK to open the FAR book to 61.56 and 61.57 and explain them to him. Things you must know about but can look up and will have time to look up on the ground. interpreting weather codes, non-critical regs).Ĭ. Things you must know or have reasonable understanding of (i.e. emergency procedures, radio calls, airspace, etc).ī.

Y ou never need to memorize and know everything. Applicability of, and substitution for, the inner marker for a Category II or III approach is determined by the appropriate 14 CFR part 97 approach procedure, letter of authorization, or operations specifications issued to an operator.During the oral, you don’t have to answer from memory anything you’d have time to look up in reality. The following means may be used to substitute for the outer marker: Compass locator precision approach radar (PAR) or airport surveillance radar (ASR) DME, VOR, or nondirectional beacon fixes authorized in the standard instrument approach procedure or a suitable RNAV system in conjunction with a fix identified in the standard instrument approach procedure. The basic components of an ILS are the localizer, glide slope, and outer marker, and, when installed for use with Category II or Category III instrument approach procedures, an inner marker. Upon reaching the final approach course or fix, the pilot may either complete the instrument approach in accordance with a procedure approved for the facility or continue a surveillance or precision radar approach to a landing. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC. When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, shall, in addition to complying with § 91.177, maintain the last altitude assigned to that pilot until the aircraft is established on a segment of a published route or instrument approach procedure unless a different altitude is assigned by ATC. Radar vectors may be authorized to provide course guidance through the segments of an approach to the final course or fix. When radar is approved at certain locations for ATC purposes, it may be used not only for surveillance and precision radar approaches, as applicable, but also may be used in conjunction with instrument approach procedures predicated on other types of radio navigational aids. (i ) Operations on unpublished routes and use of radar in instrument approach procedures.

Far aim part 91