IFR

Question 1

IFR alternate airport weather minima

Answer 1

2 1

• Ceiling 200 feet above the minimum for the approach to be flown, and
• Visibility at least 1 statute mile but never less than the minimum visibility for the approach to be flown

Question 2

Under what conditions are you not required to list an alternate airport on an IFR flight plan for an IFR flight in a helicopter?

Answer 2

114 2

• 1 hour after your ETA
  the ceiling is forecast to be at least
• 1,000 feet above the field elevation, or
• 400 feet above the lowest applicable approach minima, whichever is higher, and
• visibility of at least 2 statute miles

Question 3

When can helicopters reduce instrument approach minima?

Answer 3

Helicopters flying conventional (non-Copter) SIAPs may reduce the visibility minima to not less than one half the published Category A landing visibility minima, or 1/4 statute mile visibility/1200 RVR, whichever is greater

Question 4

What document governs the design of departure procedures?

Answer 4

The design of a departure procedure is based on TERPS (Terminal Instrument Procedures)

Question 5

What is the standard climb rate for departure procedures?

Answer 5

Departure design criteria assumes an initial climb of 200 feet per NM after crossing the departure end of the runway (DER) at a height of at least 35 feet above the ground

Question 6

What is the standard Obstacle Identification Slope criteria?

Answer 6

Assuming a 200 feet per NM climb, the departure is structured to provide at least 48 feet per NM of clearance above objects that do not penetrate the obstacle slope. The slope, known as the obstacle identification slope (OIS), is based on a 40 to 1 ratio, which is the equivalent of a 152-foot per NM slope.

Question 7

IFR Minimum Equipment

Answer 7

GRABCARD - 91.205 (d)

Generator/Alternator

Radios (appropriate for flight)

Altimeter (sensitive/adjustable)

Ball (Inclinometer)

Clock (second hand sweep or digital)

Attitude Indicator

Rate of Turn Indicator

Directional gyro

(DME >24,000 if installed)

Question 8

Minimum Safe Altitude (MSA)

Answer 8

Altitudes depicted on approach charts which provide at least 1,000 feet of obstacle clearance within a 25-mile radius of the navigation facility, waypoint, or airport reference point upon which the MSA is predicated. MSA may be divided into sectors with different altitudes.

MSAs are for emergency use only and do not necessarily assure acceptable navigational signal coverage

ICAO - Minimum Sector Altitude

Question 9

Minimum Enroute Altitude (MEA)

Answer 9

The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes

Question 10

What does MEA assure?

Answer 10

• proper reception of navigation aids
• two-way communication with ATC
• safe clearance or margin from obstacles
• adherence to ATC or local procedures

Question 11

Minimum Obstacle Clearance Altitude (MOCA)

Answer 11

The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments, which meets obstacle clearance requirements for the entire route segment and which ensures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR.

*11500

Question 12

Minimum Crossing Altitude (MCA)

Answer 12

The lowest allowed altitude at certain fixes an aircraft must cross when proceeding in the direction of a higher minimum en route altitude (MEA)

Question 13

Minimum Reception Altitude (MRA)

Answer 13

Minimum Reception Altitude (MRA) is the lowest altitude on an airway segment where an aircraft can be assured of receiving signals from ground-based navigational aids.

The lowest altitude at which an intersection can be determined.

Question 14

Minimum Vectoring Altitude (MVA)

Answer 14

The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller (except as otherwise authorized for radar approaches, departures, and missed approaches).

The altitude meets IFR obstacle clearance criteria. It may be lower than the published MEA along an airway.

Question 15

Minimum Holding Altitude (MHA)

Answer 15

The lowest altitude prescribed for a holding pattern which assures navigational signal coverage, communications, and meets obstacle clearance requirements

Question 16

What are Q-Routes and T-Routes

Answer 16

Q-Routes are available for RNAV-equipped aircraft operating between 18,000 and 45,000 feet. (FL180 - FL450)

T-Routes are at altitudes between 1,200 and 18,000 feet

Question 17

What chart is used for IFR navigation below 18,000’

Answer 17

Low Altitude En Route Charts

Question 18

Mandatory Reports (RADAR Contact)

Answer 18

VACME (DEAN) WASH

V - Vacating assigned altitude (for newly assigned)
A - Altitude change (VFR on top)
C - Climb (unable to maintain >= 500 FPM)
M - Missed Approach
E - Equipment Failure (DEAN)
     D - Degree of Impairment
     E - Equipment Affected
     A - Aircraft ID
     N - Nature of Assistance Required
W - Wx (unforecasted hazards)
A - Airspeed (+/- 10Kts or 5% deviation of filed TAS)
S - Safety of Flight
H - Holds (established/departing)

Question 19

Position Reports Composition (Radar Contact)

Answer 19

IPTATEN

I - Identification
P - Position
T - Time
A - Altitude
T - Type of Flight Plan
E - ETA (next waypoint)
N - Name (next waypoint

Question 20

Mandatory Reports (without radar contact)

Answer 20

COFFE

C - Compulsory Reporting Point
O - Outer Marker
F - Final Approach Fix (FAF)
F - Fix that defined the route (waypoints)
E - Error in ETA >2 minutes

Question 21

Lost Communications Procedures

Answer 21

Check (Volume, Headset, Frequency)
Squawk 7600

Maintain:

Altitude (Highest of MEA)

M - Minimum prescribed for IFR
E - Expected
A - Assigned by ATC

Route (in order) AVE F

A - Assigned
V - Vectored
E - Expected (e.g. expect 9,000 in 20 minutes)
F - Filed

Leaving Clearance Limit

• Does Clearance Limit begin at an IAF?

Yes - start and descend at Expected Further Clearance (EFC)

No - proceed to fix from which approach begins and start approach

Question 22

When is a Procedure Turn NOT required?

Answer 22

SHARP TT

S - Straight in Approach
H - Holding in Lieu of a Procedure Turn
A - Arc
R - Radar Vectored to Final Approach Course 
P - “NoPT” Depicted on Chart

T - Timed Approach
T - Teardrop Course Reversal

Question 23

Types of VOR Checks

Answer 23

VODGA

V - VOT (+/- 4)
O - Own (+/- 6)
D - Dual (within 4)
G -  Ground (+/- 4)
A - Airborne (+/- 6)

Question 24

Requirements for VOR check sign-off

Answer 24

SPED

S - Signature
P - Place
E - Error
D - Date

Question 25

5 T’s of IFR

Answer 25

T - Time, start the timer first or it’s not going to be accurate
T - Turn the aircraft
T - Twist the needle so you know where to roll out
T - Throttle, adjust airspeed if required for approach timing
T - Talk, make a radio call

Question 26

Unusual Attitude Recovery

Answer 26

Bank
Pitch
Power
Ball (trim) 
Return (last known ALT, AS, Course)

Question 27

IFR Approach Briefing

Answer 27

WRIMTIM

W - Weather
R - Radio (Comms and Nav)
I - Instruments/Ident
M - Missed Approach Point
T - Time
I - Inbound course
M - Minimum Altitude (MDA/DA/DH)

Question 28

Requirements for continuing an approach below MDA/DA?

Answer 28

VANE

V - Visibility
A - Approach Lighting System
N - Normal Configuration (Carb Heat, Landing Lt, Airspeed, Stablized Descent)
E - Environment (Paint, Pavement, Lights)

Question 29

VHF Navigation Frequencies

Answer 29

VOR 108.0 - 117.95

Freqency Band Exceptions:

VOR 108.0 - 112.0 (even tenths)
ILS 108.10 - 111.95 (odd tenths)

Question 30

Two Methods to Instrument Flight

Answer 30

Control & Performance

Primary / Supporting

Question 31

Control & Performance Method

Answer 31

Control
- Attitude Indicator / Manifold Pressure

Performance
- Airspeed Indicator, VSI, Heading Indicator, Slip/Skid, Altimeter

ETC A

Establish, Trim, Cross-check, Adjust

Question 32

Primary/Supporting

Flight Control Method

Answer 32

Focuses on which instrument provides the most pertinent information for a given flight condition (pitch, power, bank)

e.g.

⦁ the Heading Indicator is primary for bank; if heading indicator isn’t moving, you aren’t turning

⦁ the Altimeter is primary for pitch; if the Altimeter (altitude) isn’t changing, you are level

⦁ the primary power instrument for straight-and-level flight is the airspeed indicator

⦁ the other instruments that indicate Bank (AI, TC), Pitch (AI, VSI, ASI) and power (MP) are secondary - they back up the primary instruments

Question 33

Fundamentals of Instrument Flight

Answer 33

CIA

C - Cross check
I - Interpretation
A - Aircaft Control

Question 34

VOR Limitations

Answer 34

Cone of Confusion
Reverse Sensing
Line of Sight / Low Altitudes

Question 35

IFR Aeronautical Experience 61.65(e)

Answer 35

5 4 3 2 1

50 hours X/C PIC
- 10 hours in helicopter

40 hours instrument flight training (actual or simulated)
- 15 hours with CFII-H

3 hours within
- 2 months prior to pratical exam

1 - 100NM X/C

• three different approaches ( w/ NAVAIDS)
• approach at each leg
• Filed IFR Flight Plan (on airways or ATC directed routes)

Question 36

Precision Approaches

Answer 36

PIGMT

PAR - Precision Approach Radar
ILS - Instrument Landing System 
GLS - GBAS (Ground Based Augmention)
MLS - Microwave
TLS - Transponder

Question 37

Non Precision Aproaches

Answer 37

RNAV LLS

RNAV
NDB
ASR - Airport Surveillance Radar
VOR

LOC
LDA (3-6 degree lateral width; offset from RWY)
SDF (6 or 12 degree lateral width)

Question 38

Initial Approach Segment

Answer 38

The initial approach segment begins at an initial approach fix (IAF) and usually ends where it joins the intermediate approach segment.

Purpose: To provide a method for aligning your aircraft with the approach course by using an arc procedure, a course reversal, or by following a route that intersects the final approach course.

Question 39

Intermediate Approach Segment

Answer 39

This segment begins at the intermediate fix (IF) which is usually aligned within 30° of the final approach course. If no fix is shown for this segment then it begins at a point where you are proceeding inbound to the final approach fix and are properly aligned with the final approach course.

Purpose: This is designed primarily to position your aircraft for the final descent to the airport.

Question 40

Final Approach Segment

Answer 40

For a nonprecision approach, the final approach segment begins either at a designated final approach fix (FAF) or at a point where you are established on the final approach course. When an FAF is not designated (on-airport VOR or NDB) this point is typically where the procedure turn intersects the final approach course inbound and is referred to as the final approach point (FAP).

For a precision approach the final approach segment begins where the glide slope is intercepted at the minimum glide slope intercept altitude.

Purpose: Allows you to navigate safely to a point at which, if the required visual references are available, you can continue the approach to a landing. If you cannot see the required cues at the missed approach point, you must execute the missed approach procedure.

Question 41

Missed Approach Segment

Answer 41

The missed approach segment begins at the missed approach point (MAP) and ends at a designated point, such as an initial approach or enroute fix. The MAP depends on the type of approach you are flying. If it’s a precision approach then the MAP occurs when you reach a designated altitude on the glide slope called the decision height (DH). For a nonprecision approach it’s when you hit either a fix defined by a navaid or after a specified period of time has elapsed since crossing the FAF.

Purpose: To allow you to safely navigate from the missed approach point to a point where you can attempt another approach or continue to another airport.

Question 42

Four Approach Segments

Answer 42

Initial
Intermediate
Final
Missed Approach

Question 43

Types of Departure Procedures

Answer 43

Diverse Departure
Obstacle Departure Procedure
Standard Instrument Departure 
Vector - Diverse Vector
VCOA

Question 44

Standard Terminal Arrival (STAR) Procedures

Answer 44

A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. STARs simplify clearance delivery procedures, and also facilitate transition between en route and instrument approach procedures.