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Library / Instrument Flight
Instrument Flight

Instrument Flying Handbook

Federal Aviation Administration · FAA-H-8083-15B
Intermediate FAA Official
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Publisher
FAA
Code
8083-15B
Level
Intermediate
Category
IFR Training
About This Book

The Instrument Flying Handbook is the definitive FAA resource for pilots pursuing their Instrument Rating. It bridges the world of VFR flight — where you navigate by what you see outside — to IFR flight, where you navigate entirely by reference to cockpit instruments and air traffic control.

Flying on instruments is fundamentally different from visual flight. It demands a higher level of precision, discipline, and decision-making. This handbook takes you through the instrument environment systematically: from the physics of the instruments themselves, through navigation systems and approaches, to the human factors that make IFR flight both demanding and rewarding.

It is the required study material for the FAA Instrument Rating Knowledge Test and an essential companion throughout instrument training and proficiency flying.

Chapter Breakdown
Ch. 1
Human Factors & Spatial Disorientation
The vestibular system cannot reliably detect slow accelerations or sustained turns in IMC. Six illusions covered: The Leans (gradual entry misleads attitude sense; believe the instruments, not the seat), Coriolis Illusion (simultaneous rotation in two planes creates tumbling sensation), Graveyard Spiral (a constant-rate spiral feels level; progressive nose-down and airspeed increase are the cues), Somatogravic Illusion (rapid acceleration feels like pitch-up; pilot pushes nose down), Elevator Illusion (updraft feels like pitch-up), Inversion Illusion (level-off from steep climb feels like inverted flight). Treatment: total trust in flight instruments.
Ch. 2
Instrument Flying Physiology & Reversed Command Region
The "region of reversed command" (back side of the power curve) is especially dangerous in IMC: below Vmd, more power is required to fly slower. At approach speeds in IMC, any sink-rate increase requires immediate power addition, not nose-up pitch. Hypoxia in IMC: subtle euphoria and impaired judgment before physical symptoms; 50-minute time of useful consciousness (TUC) at FL250 without supplemental oxygen. IMSAFE check applies before all IFR flight.
Ch. 3
Flight Instruments: Pitot-Static, Gyroscopic, HSI & RMI
Pitot-static system failure hierarchy: blocked pitot = airspeed freezes (open alternate static = slight error); blocked static = altimeter, VSI freeze; pitot heat prevents ice accumulation. Gyroscopic instruments: attitude indicator uses pitch and roll gyro; heading indicator precesses (realign to compass every 15 min). HSI (Horizontal Situation Indicator): combines compass + CDI to eliminate reciprocal course confusion. RMI (Radio Magnetic Indicator): combines compass + ADF/VOR bearing pointer; needle always points to station.
Ch. 4
Attitude Instrument Flying: Control-Performance Method & Scan
Control-Performance method: set a control attitude on the AI, then cross-check performance instruments (altimeter, airspeed, VSI, heading indicator) to confirm desired state, then trim. Instrument scan patterns: selected radial scan (AI is center, check each instrument and return), fixed radial scan (continuous sweep in sequence), and time-based scan. Bank angle rule of thumb: bank angle = TAS / 10 + 7 for a standard-rate turn (3°/sec). Partial panel: cover failed AI, use turn coordinator for bank, altimeter + VSI for pitch.
Ch. 7
NDB, VOR, ILS & GPS Approaches
NDB approach: ADF needle points to station; track the needle to intercept final. VOR approach: set OBS to final approach course, fly to station on published approach track. ILS: localizer (108.1-111.95 MHz, 1° full-scale deflection), glideslope (3° nominal, 0.7° full-scale). GPS LNAV/VNAV vs. LPV: LPV requires WAAS and provides lowest minimums (200 ft DH, same as CAT I ILS). Approach category determines missed approach point (MAP) and minimums. Circling approach: larger aircraft require more circling protected area.
Ch. 8-9
IFR Flight Planning: CRAFT & Holding Entries
CRAFT clearance elements: Clearance limit, Route, Altitude, Frequency (departure), Transponder. IFR alternate fuel: destination + 45 min; with alternate: destination + alternate + 45 min. Alternate airport weather requirements: 1-2-3 rule (within 1 hr of ETA, ceiling 2000 ft, visibility 3 SM; with precision approach: 600-2). Holding entry: parallel (more than 70° from inbound course on teardrop side), teardrop (within 70° of reciprocal), direct (within 70° of inbound on holding side). EFC (Expect Further Clearance): required for lost-comms planning in holds.
Ch. 10-11
Approach Minimums: DA vs. MDA & FAR 91.185 Lost Comms
DA (Decision Altitude) for precision approaches: at DA, if no visual reference, immediately initiate missed approach. MDA (Minimum Descent Altitude) for non-precision: descend to MDA, fly level, then descend to land only if threshold or approach lights visible and normal descent rate possible. FAR 91.185 lost comms: in VMC → land as soon as practical. In IMC → route: AVEF (Assigned/Vectored/Expected/Filed); altitude: highest of assigned, expected, or MEA; clearance limit: EFC time, then proceed to destination and land within 30 min of ETA.
Key IFR Rules & Formulas
Who Should Read It

This handbook is essential for every pilot working toward an Instrument Rating. It is also an important reference for instrument-rated pilots who want to stay current and sharp, particularly those who fly infrequently in actual IMC. The IFR environment demands the highest standards of knowledge and proficiency, and this book is where those standards are defined.

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