Instrument rating · ACS IR.II.C · Instructor lesson plan

Instrument Flight Deck Check

Student pack: Train: Instrument Flight Deck Check · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain instrument flight deck check in their own words, apply it in a realistic situation, and fly it to the ACS standard for IR.II.C.

Why it matters for safety: Instruments that fail on the ground are easy to catch and cost nothing but a delay. The same failures found in cloud cost much more. A deliberate instrument check before every IFR departure is how a pilot makes sure the airplane can do what the flight will ask.

2 · Assign before the lesson

Pre-work: the free Train pack, Instrument Flight Deck Check. Is this airplane legal and ready for IFR today? The inspections, the equipment and the taxi checks.

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Pack: pilotprep.pro/train/ifr/instrument-flight-deck-check · Full lesson: pilotprep.pro/prepare/ifr/instrument-flight-deck-check

3 · Teach sequence

Key points to land

Inspections: the annual (and 100-hour if used for hire); the ELT within 12 calendar months, with its battery date; the altimeter, static system and altitude reporting within 24 calendar months for IFR in controlled airspace; the transponder within 24 calendar months to use it at all; and a VOR check within 30 days if you'll use the VOR under IFR.(14 CFR 91.171, 91.207, 91.409, 91.411, 91.413)
IFR equipment adds to the VFR list: a two-way radio and navigation equipment for the route, a gyro rate-of-turn indicator, a slip-skid indicator, a sensitive altimeter, a clock with hours, minutes and seconds, a generator or alternator, an attitude indicator and a heading indicator.(14 CFR 91.205(d))
Inoperative equipment without an MEL: it must not be required by the VFR-day type certificate, the equipment list or KOEL, 91.205 or another rule for the flight, or an AD; then it is removed (with a maintenance record) or deactivated and placarded "Inoperative", and a pilot or mechanic judges it no hazard. Equipment 91.205(d) requires for IFR can't be deferred and still flown IFR.(14 CFR 91.213(d))
Taxi checks: turn coordinator shows the turn and the ball moves the other way; heading indicator and compass agree; attitude indicator stable and level.(Instrument Flying Handbook (FAA-H-8083-15B))
Altimeter set to the local setting should read within 75 feet of field elevation. If not, have it checked before IFR.(Instrument Flying Handbook (FAA-H-8083-15B))
Charts and the navigator database must be current for the flight.(AIM, Chapter 1 (navigation aids, GPS and WAAS))

Is it legal for IFR?

Check the logbooks: annual, 100-hour if applicable, the ELT (12 calendar months, battery replaced after more than 1 cumulative hour of use or at 50% of its life), the altimeter, static system and altitude reporting (24 calendar months), the transponder (24 calendar months), ADs, and the VOR check (30 days) if you'll use the VOR.(14 CFR 91.171, 91.207, 91.409, 91.411, 91.413)
Check the IFR equipment list in 91.205(d), plus anything the POH or the flight needs (for example, approved GPS for an RNAV approach).(14 CFR 91.205)
If something is inoperative, follow the MEL if the airplane has one; otherwise 91.213(d). Placard it and decide whether the flight is still safe.(14 CFR 91.213)
Legal isn’t the same as safe: a working but flaky radio may be legal and still a bad idea in IMC.(Risk Management Handbook (FAA-H-8083-2A))

Does it work today?

Before taxi: suction or electrical sources normal; the attitude indicator erect within about 5 minutes and stable; altimeter set and within 75 feet of field elevation; heading indicator set to the compass; airspeed at zero; VSI at zero (or note the error).(Instrument Flying Handbook (FAA-H-8083-15B))
Taxi: turn left and right and check the turn coordinator shows the turn, the ball moves to the outside, the heading indicator and compass turn correctly, and the attitude indicator tips no more than 5°.(Instrument Flying Handbook (FAA-H-8083-15B))
VOR check (only if you'll use the VOR under IFR and the last one is more than 30 days old): VOT ±4°, ground checkpoint ±4°, two receivers within 4°; log the date, place, bearing error and signature.(14 CFR 91.171)
Before takeoff: tune, identify and check navaids; load and check the flight plan in the navigator; set the transponder; check the autopilot per the POH.(Instrument Flying Handbook (FAA-H-8083-15B))
Confirm charts and the database are current. Out-of-date data can put you on a changed procedure.(AIM, Chapter 1 (navigation aids, GPS and WAAS))

Watch for in the airplane: Your instructor watches for a full logbook check, a deliberate instrument check during taxi, and a clear go or no-go call when something is inoperative.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

Recall · Which inspections are required for IFR beyond the annual?
A strong answer: Altimeter and static system within 24 calendar months, transponder within 24 calendar months, and a VOR check within 30 days if I use the VOR.
Understand · Why check the instruments during taxi?
A strong answer: Turning shows whether the turn coordinator, ball, heading indicator and compass respond correctly. It’s the last chance to catch a failure on the ground.
Apply · During taxi the heading indicator doesn’t move in a turn. What do you do?
A strong answer: Don’t take it into IMC. It’s required for IFR, so the flight waits until it’s fixed, or goes VFR if legal and safe.

Scenarios to talk through

The altimeter reads 120 feet off field elevation with the current setting. Go IFR?
Sound decision: No. More than 75 feet off means its accuracy is questionable; have it checked.
The ADF is inoperative and no approach you plan uses it. There is no MEL. Can you go?
Sound decision: Run 91.213(d) in order: not required by the type certificate, the equipment list or KOEL, 91.205 or the flight, or an AD? Then deactivate or remove it, placard it "Inoperative", and judge it no hazard. If any step fails, the answer is no-go.
The transponder test was 25 months ago. Can you fly IFR in controlled airspace?
Sound decision: You may not use that transponder at all, VFR or IFR, until it is tested. Where 91.215 requires one, it is a no-go unless ATC authorizes a deviation.

5 · Common student errors

Checking only the annual.
Why it matters: IFR has extra inspections.
How to correct it: Check all the IFR items in the logbooks.
Rushing the taxi check.
Why it matters: Instrument failures slip through.
How to correct it: Turn both ways and watch every instrument.
Flying with an unplacarded inoperative item.
Why it matters: It isn’t legal under 91.213.
How to correct it: Placard and decide properly.

6 · Completion standard

Perform the preflight inspection by following the checklist for the aircraft and determine whether it is in a condition for safe instrument flight.
Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
They talk through the scenarios and reach a safe, legal decision, explaining why.
They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on IR.II.C: pilotprep.pro/exam?exam=IFR&focus=IR.II.C

7 · References

Instrument Flying Handbook (FAA-H-8083-15B), Flight instruments; navigation systems
Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft systems; flight instruments
Advanced Avionics Handbook (FAA-H-8083-6), Automation and autopilots
Aeronautical Information Manual (AIM), Chapter 1
14 CFR, 91.171, 91.205, 91.213, 91.411, 91.413
Instrument Rating ACS (FAA-S-ACS-8C), Area II
Airman Certification Standards, task IR.II.C

PilotPrep instructor lesson plan, from the Instrument Flight Deck Check lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.