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IFR Oral > Oral Prep Questions > Flashcards

Oral Prep Questions Flashcards

1
Q

What are IFR currency requirements?

A
  • 6 approaches within 6 months with holding, intercepting and tracking.
  • If you do not meet the experience requirements during these 6 months, you have another 6 months to meet these minimums. If the requirements are still not met, you must pass an instrument proficiency check, which is an inflight evaluation by a qualified instrument flight instructor using tasks outlined in the instrument rating practical test standards (PTS).
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2
Q

Where will you obtain your weather forecast for a flight under instrument flight rules?

A

• FSS, Foreflight, DUATS or NOAA

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3
Q

What are NOTAMs?

A
  • Notices to airmen
  • A notice filed with an aviation authority to alert aircraft pilots of potential hazards along a flight route or at a location that could affect the safety of the flight
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4
Q

What are the three types of NOTAMs?

A
  • NOTAM D (Distant) - Information that requires wide dissemination and pertains to enroute navigational aids, civil public use landing areas listed in the Airports Facility Directory and aeronautical data related to IFR operations.
  • NOTAM FDC (Flight data center) - Information that is regulatory in nature pertaining to flight including, but not limited to, changes to charts, procedures, and airspace usage. It includes TFRs.
  • Pointer NOTAMs - NOTAMs issued by a flight service station to highlight or point out another NOTAM, such as an FDC or NOTAM (D) NOTAM. This type of NOTAM will assist users in cross-referencing important information that may not be found under an airport or NAVAID identifier.
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5
Q

What is the duration of a Terminal Area Forecast?

A
  • Usually 24 hours. Major airports may be 30 hours to assist long haul international flights
  • 5 miles surrounding airport
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6
Q

What is an AIRMET (WA – “Weather Advisory”)?

A

• A concise description of weather phenomena that are occurring or may occur along an air route that may affect aircraft safety. Compared to SIGMETs, AIRMETs cover less severe weather: moderate turbulence and icing, sustained surface winds of 30 knots or more, or widespread restricted visibility.
• Types
o AIRMET SIERRA (Mountain obscuration or IFR) ceilings less than 1000 feet and/or visibility less than 3 miles affecting over 50% of the area at one time; extensive mountain obscuration
o AIRMET TANGO (Turbulence) moderate turbulence, sustained surface winds of 30 knots or more
o AIRMET ZULU (Icing) moderate icing, freezing levels

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7
Q

What is a SIGMET (WS)?

A

• Significant Meteorological Information, is a weather advisory that contains meteorological information concerning the safety of all aircraft. There are two types of SIGMETs, convective and non-convective.

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8
Q

What is a Convective SIGMET (WST)?

A

• Issued for an area of thunderstorms affecting an area of 3,000 square miles (7,800 km2) or greater, a line of thunderstorms at least 60 nm long, and/or severe or embedded thunderstorms affecting any area that are expected to last 30 minutes or longer. A Convective SIGMET is valid for 2 hours and they are issued every hour + 55 min.

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9
Q

What would you expect when the temperature and dew point are within three degrees?

A

• Fog (visible moisture)

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10
Q

What are the five types of fog?

A
  • Radiation Fog - This type of fog forms at night under clear skies with calm winds when heat absorbed by the earth’s surface during the day is radiated into space
  • Advection fog - Caused by the movement of warm moist air over a cold surface. Typically coastal.
  • Upslope fog - when light winds push moist air up a hillside or mountainside to a level where the air becomes cooled and condensation occurs.
  • Ice Fog - Forms when the air temperature is well below freezing and is composed entirely of tiny ice crystals that are suspended in the air.
  • Precipitation induced fog – When relatively warm rain or drizzle falls through cool air. Evaporation from the precipitation saturates the cool air and forms fog.
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11
Q

What are the four basic cloud groups?

A
  • High – Mostly ice
  • Middle
  • Low
  • Extensive vertical development – Towering cumulus and cumulonimbus
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12
Q

What are the three conditions necessary for a thunderstorm to develop?

A
  • Lifting force - As the sun heats the earth’s surface, portions of the surface (and the air just above the surface) will warm more readily than nearby areas. These “warm pockets” are less dense than the surrounding air and will rise. The source of lift can also be mechanical in nature. Moist air flowing up the side of a mountain.
  • Moisture
  • Unstable air - If the airmass is unstable, air which is pushed upward by some force will continue upward.
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13
Q

What are the three stages of a thunderstorm?

A
  • Developing stage - In this stage, masses of moisture are lifted upwards into the atmosphere.
  • Mature stage - The warmed air continues to rise until it reaches even warmer air and can rise no further. Often this ‘cap’ is the tropopause. The air is instead forced to spread out, giving the storm a characteristic anvil shape.
  • Dissipating - The thunderstorm is dominated by the downdraft. If atmospheric conditions do not support super cellular development, this stage occurs rather quickly, approximately 20–30 minutes into the life of the thunderstorm.
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14
Q

What are some of the hazards associated with a thunderstorm?

A
  • Turbulence
  • Icing
  • Hail
  • Low ceiling and visibility
  • Lighting
  • Wind shear
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15
Q

What action might we take if we get caught in a thunderstorm?

A
  • Slow to maneuvering speed
  • Maintain constant attitude
  • Turn the interior lights to their highest intensity at night.
  • Tighten seat belt, secure loose items
  • Plan a course through storm with minimum time
  • Avoid ice (Penetrate below freezing level or above -15c)
  • Turn on pitot heat and appropriate icing systems
  • Establish low poer setting to reduce structural stress
  • Disable AP altitude and speed holds which would increase stress
  • Keep eyes on instruments
  • Don’t turn back, push through is most likely quicker
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16
Q

What is the difference between an isobar and an isotherm?

A

• Isobars are lines of equal pressure, isotherms are lines of equal temperature.

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17
Q

What are the minimum altitudes you may use for IFR Operations?

A

• Except when necessary for takeoff or landing, or unless otherwise authorized by the FAA, no person may operate an aircraft under IFR below—
o The MEA or MOCA. A person may operate an aircraft below the MEA down to, but not below, the MOCA, provided the applicable navigation signals are available. For aircraft using VOR for navigation, this applies only when the aircraft is within 22 nautical miles of that VOR (based on the reasonable estimate by the pilot operating the aircraft of that distance);
• If no applicable minimum altitude is prescribed
o In mountainous area an altitude of 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or
o 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown.

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18
Q

What are you expected to do on an instrument flight when two-way communications has been lost?

A

• If you are in VFR conditions, you should land as soon as practical.
• If you are in lMC then your ROUTE should be as follows:
o Fly the route assigned in the last ATC clearance.
o If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance.
o In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance fly the route filed in the flight plan.
• If in IMC, your ALTITUDE should be at the highest of the following altitudes for the route segment being flown:
o The Altitude assigned in the last ATC clearance received.
o The minimum altitude as prescribed
o The altitude ATC has advised may be expected in a further clearance.

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19
Q

What is the appropriate transponder code for loss of communications?

A

7600

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20
Q

What is the difference between currency and proficiency?

A

• Currency means you are legal, proficient means you can do a maneuver well… keeps you alive.

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21
Q

What actions would you take if the alternator failure light illuminated while you were in IMC conditions?

A
  • Check circuit breaker
  • Cycle master switch
  • Reduce unnecessary loads
  • If only 1 alternator failure, continue flight and avoid IMC or night
  • If two alternators fail, land as soon as practicable
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22
Q

What would you do if you noticed that an electrical circuit breaker had tripped during your flight?

A
  • Reset it, only once
  • Assess flight worthiness with failed circuit
  • Make decision to land as soon as practicable or not.
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23
Q

What would you do if you experienced a total electrical failure in IMC?

A
  • If still on battery, notify ATC for vectors to nearest airport to land
  • Use backup radio to notify ATC and get vectors to land if ceilings/visibility is acceptable
  • Squawk 7700 and setup to pull chute
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24
Q

What is the basic difference between a precision approach and a non-precision approach?

A
  • A precision approach has lateral and vertical guidance.

* Non-precision has lateral guidance only.

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25
Q

What is considered the lnitial Approach Segment on an approach?

A

The segment from the initial approach fix (IAF) to either the intermediate fix (IF) or the point where the aircraft is established on the intermediate or final approach course.

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26
Q

What is considered to be the Intermediate Approach Segment?

A

• The segment from the IF or point to the final approach fix (FAF).

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27
Q

What is the Final Approach Segment?

A
  • The final approach segment for a precision approach begins where the glide slope is intercepted at the minimum glide slope intercept altitude shown on the approach chart;
  • The final approach segment for a non-precision approach begins at either a designated Final Approach Fix (FAF) or at the point where you are established on the final approach course.
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28
Q

How long are VOR Checks valid?

A

• 30 days

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29
Q

What are the ways a VOR may be certified for use on an instrument flight?

A
  • On a VOT test, the maximum permissible indicated bearing error is plus or minus 4 degrees. (360F, 180T)
  • If dual system VOR is installed in the aircraft, check one system against the other. Both systems shall be tuned to the same VOR ground facility and note the indicated bearings to that station. The maximum permissible variation between the two indicated bearings is 4 degrees.
  • Enter the date, place, bearing error, and sign the aircraft log or other record.
30
Q

When are you required to file an alternate airport?

A
  • 1 hour before or after scheduled arrival
  • Less than 2,000’ ceilings
  • Less than 3 miles visibility
31
Q

What constitutes a ceiling?

A

The lowest broken or overcast cloud layer.

32
Q

What are the weather forecast requirements for the alternate airport if an alternate is required?

A

The forecast at your ETA must be:
o 600 feet ceiling with two miles visibility for an airport with a precision approach
o 800 feet ceiling with two miles visibility for an airport with a non-precision approach.

33
Q

What is an MEA and what does it assure you?

A

The minimum enroute altitude assures you obstacle clearance, communication coverage, and unless marked, an adequate navigation reception.

34
Q

What is a MOCA?

A

The lowest published altitude in effect between fixes on VOR airways or route segments that meets obstacle (like a building or a tower) clearance requirements for the entire route segment. This altitude also assures acceptable navigational signal coverage only within 22 nm of a VOR.

35
Q

What is MAA?

A

Maximum Authorized Altitude (MAA) is the highest altitude at which the airway can be flown without receiving conflicting navigation signals from NAVAIDs operating on the same frequency.

36
Q

What is a standard rate turn?

A

3° per second turn, which completes a 360° turn in 2 minutes. This is known as a 2-minute turn

37
Q

What are the three fundamental skills of instrument flight?

A
  • Instrument cross check;
  • Instrument Interpretation;
  • Aircraft Control
38
Q

What additional equipment is required for IFR flight over and above the VFR equipment requirements?

A

• GRAB CARD:

  • Generator or alternator
  • Radios
  • Altimeter (sensitive, with Kollsman window)
  • Ball (slip/skid)
  • Clock
  • Attitude indicator
  • Rate of turn indicator
  • Directional Gyro
39
Q

Which ATC instructions are you required to read back to the controller?

A
  • TARTAR ASH
  • Taxi instructions.
  • Approach and landing clearances;
  • Route changes, including holding pattern instructions;
  • Takeoff and departure clearances;
  • Altimeter settings (because altimeter accuracy influences your aircraft’s altitude;)
  • Rate of climb or descent assignments;
  • Altitude assignments;
  • Speed assignments;
  • Heading assignments;
40
Q

Which reports become mandatory in the event radar coverage is lost?

A
  • Leaving final approach fix or outer marker inbound on the final approach;
  • Revised estimated time of arrival if it varies by more than three minutes from the flight planned estimate.
  • Position reporting and compulsory reporting points.
41
Q

What minimum rate of climb is required for a normal departure in order to assure obstruction clearance if no ODP is published?

A

• 200 feet per nautical mile (about 333 FPM at 100 kts ground speed)

42
Q

What minimum rate of climb is required for an enroute climb in order to assure obstruction clearance?

A
  • 150 feet per nautical mile at sea level through 5,000 feet MSL.
  • 120 feet per nautical mile from 5,000 feet through 10,000 feet MSL.
  • 100 feet per natural mile above 10,000 feet MSL.
43
Q

What instruments would be affected if the static port became blocked?

A
  • The altimeter would remain at the altitude indicated when the blockage occurred and the VSI would remain at zero.
  • The airspeed indicator could be affected depending upon the status of the Pitot tube and the pitot drain.
  • The airspeed indicator will provide erroneous readings if the pitot (ram) air is open but the static port is blocked.
  • In this case, the airspeed indicator would read lower than actual if the aircraft was at a higher altitude than where the static port became blocked, and would indicate a higher than actual indicated airspeed at altitudes below where the static port became blocked.
44
Q

What airspeed indication would you expect if the ram air inlet of the Pitot tube became blocked while the pitot drain remained open?

A
  • The airspeed would read zero.
  • If the pitot tube becomes blocked and its associated drain hole remains clear, ram air no longer is able to enter the pitot system. Air already in the system will vent through the drain hole, and the remaining pressure will drop to ambient (outside) air pressure. Under these circumstances, the airspeed indicator reading decreases to zero, because the airspeed indicator senses no difference between ram and static air pressure. The airspeed indicator acts as if the airplane were stationary on the ramp. The apparent loss of airspeed is not usually instantaneous. Instead, the airspeed will drop toward zero.
45
Q

What indication would you expect if the pitot ram air inlet and the pitot tube drain were blocked?

A

If the pitot tube, drain hole, and static system all become blocked in flight, changes in airspeed will not be indicated, due to the trapped pressures. However, if the static system remains clear, the airspeed indicator acts as an altimeter

46
Q

What are the fuel requirements for a flight conducted under instrument flight rules?

A
  • You must have an adequate fuel supply to fly from the originating airport to the destination, and then fly at normal cruise for forty-five minutes.
  • If an alternate airport was required for the flight, then you must have sufficient fuel to fly from the originating airport to the original destination airport as filed in your flight plan, then fly to the alternate airport, and then have sufficient fuel to fly at normal cruise for an additional fortyfive minutes.
47
Q

What action must be taken on an instrument approach if full needle deflection occurs on the horizontal guidance navigation equipment?

A

A missed approach procedure must be initiated.

48
Q

What action must be taken on an instrument approach if full needle deflection occurs on the vertical guidance navigation equipment?

A

A missed approach procedure must be initiated.

49
Q

When may turns be initiated when on a missed approach procedure unless special instruction from ATC are issued?

A

Only after reaching the missed approach point

50
Q

You are on an instrument flight while in VFR conditions. You see an aircraft that may pass close enough to your aircraft as to present a hazard. ATC has not informed you of this aircraft. What action should you take?

A

It is every pilot’s responsibility to “see and avoid.” You should notify ATC and make the appropriate maneuvers so as to eliminate the hazardous condition.

51
Q

What is CFIT?

A

Controlled flight into terrain
When do you think CFIT may occur?
• When you descend below published minimums on an approach
o When a change in terrain height occurs and the aircraft does not climb to the appropriate safe altitude;
o When the pilot is distracted due to a system failure or while trying to determine the cause of any abnormality;
• Pure inattention to detail
• Extreme weather conditions;

52
Q

What report must be given to ATC when you reach the holding fix?

A

Aircraft Identification, Time, and Altitude.

53
Q

What does EFC mean?

A

Expect Further Clearance.

54
Q

Are there speed restrictions for holding patterns?

A

Yes.
• Minimum holding altitude through 6,000 feet = 200 knots
• 6,001 through 14,000 feet MSL = 230 knots
• 14,001 and above = 265 knots.

55
Q

What is the primary purpose of a procedure turn?

A

A reversal of course

56
Q

You are being radar vectored for an approach. You note that a procedure turn is shown on the instrument approach chart. Are you expected to make this procedure turn?

A

No. You do not make a procedure turn if you are given radar vectors for an approach.

57
Q

You are on a cross-country instrument flight and determine the aircraft is using more fuel than you had calculated in your flight planning. You feel you have adequate fuel to reach the destination if there are not unforeseen delays encountered. Should you report this to ATC?

A
  • Yes. You should report that you are “minimum fuel”. If you feel you need to be given priority handling then you should declare an emergency.
  • Do not worry about the repercussions that could occur due to this condition. You will have ample time to determine what when wrong when you are on the ground.
58
Q

Should a wind correction angle be taken into consideration when looking for the traffic?

A

Yes. The controller is giving you cues based upon your ground track, not the front of the aircraft.

59
Q

What is a side-step maneuver?

A

A side-step maneuver is when you fly an approach for a particular runway, but once you have the runway of intended landing in sight, you divert the flight path to the runway you are approved to land upon.

This is normally done when there are parallel runways with a published instrument approach to just one of them. ATC can expedite the traffic flow by having alternating aircraft land on two runways while just having one approach available.

60
Q

We are getting ready to depart on an instrument flight. Are there any special checks we want to perform for an IFR flight versus a VFR flight?

A
  • Turn the pitot heat on MOMENTARILY during your preflight to ensure it is working. Do not leave this on any longer than necessary as the heating element can overheat, as there is no wind cooling it, as there would be in flight.
  • Ensure the magnetic compass is floating freely and indicating known headings.
  • Turn on the master switch prior to engine start and listen for any harsh or unusual noises from the gyro in the turn coordinator. Make sure the red flag on the turn coordinator disappears when the electrical power is turned on.
  • Make sure the attitude indicator becomes stable in five minutes or less and that it is indicating correctly. While taxiing on level or somewhat level ground, the attitude indicator should not show more than a five-degree bank.
  • Check the turn coordinator while taxiing. The airplane should show a bank in the direction of any turn and the coordination ball should roll a way from the turn due to centrifugal force.
  • The gyrocompass should remain at zero.
  • Verify the VOR equipment has been checked within the past thirty days.
  • But be aware that the equipment could have functioned normally during the VOR check that occurred two weeks ago and not be accurate on the day of the flight.
61
Q

Our route will be through IMC and the temperature is forecast to be near freezing at the altitude we selected for our flight. Do we have deicing equipment on board this aircraft?

A

Pitot heat and defroster

62
Q

Do we have anti-ice equipment on this aircraft?

A

No

63
Q

What are the two general types of icing?

A

Structural and Induction

64
Q

When is induction icing in the carburetor venturi likely to occur?

A

When the OAT is between -7 degrees C and 21 degrees C.

65
Q

What are the three types of structural icing?

A

Rime - rough and opaque, formed by supercooled drops rapidly freezing on impact. Often “horns” or protrusions are formed and project into the airflow.

Clear - is often clear and smooth. Supercooled water droplets, or freezing rain, strike a surface but do not freeze instantly. Forming mostly along an airfoil’s stagnation point, it generally conforms to the shape of the airfoil.

Mixed – Combination of Rime and Clear

66
Q

May we fly into an area where icing was forecast?

A

No.

67
Q

What would be the appropriate action if we encountered UNFORECAST rime ice?

A
  • The temperature is normally higher at lower altitudes, but not always. You should tell the controller you are encountering ice and request an altitude change.
  • You may be able to climb above the clouds, or you may be able to descend below the clouds, or you may seek a higher temperature. But you need to do something.
  • Be prepared to make a 180-degree turn if necessary. You didn’t encounter ice before, but there is no assurance that the temperature hasn’t changed in that area.
  • You should also have already had the pitot heat on because in your training you learned this was anti-ice equipment, you should also turn on the carburetor heat as this will help prevent the venturi from becoming blocked, and you should turn the defrosters on.
  • Obviously this is where aeronautical decision making must come in. The only time you are going to get rime ice is when you are flying in visible moisture (clouds) and the temperature of the air and the aircraft structure are at a temperature at or below freezing.
  • The controller can ask other aircraft in your general area (if there are any) and ask them if they are in an ice-free area.
68
Q

What would you do if you encountered freezing rain?

A

A 180-degree turn would be in order, or a change of altitude. This is a very dangerous condition. Whatever decision you make you must be quick about it.

69
Q

Explain compass acceleration and deceleration errors

A
  • ANDS is an acronym for Accelerate North Decelerate South. This is one type of magnetic compass error. This error primarily occurs if you are on an approximate heading of east or west, and most of this type of error occurs between 060 degrees and 120 degrees if the heading is easterly, or 240 degrees through 300 degrees if the heading is westerly.
  • The magnetic compass will indicate a turn to the north if the aircraft is on one of these headings, and will indicate a turn to the south if the aircraft is decelerated while in this heading range. This error occurs due to magnetic dip. The error is eliminated when the airspeed stabilized.
  • Turning North - Rollout early.
  • Turning South - Rollout late

Northerly turning error

  • The compass leads in the south half of the turn, and lags in the north half
  • Remember “UNOS”
    • Under shoot North, Overshoot South.
70
Q

Explain compass turning errors

A

It is because the magnets do dip towards the pole (following the magnetic field) that the center of gravity is not precisely below the pivot point. This is why the compass swings during acceleration.

When on a northerly heading and a turn towards the east or west is made, the magnet causes the compass to lag behind the actual heading the aircraft is flying through. This lag will slowly diminish as the aircraft approaches either east or west and will be approximately correct when on an east or west heading. When the aircraft turns further towards South, the magnetic compass needle will tend to lead the actual heading of the aircraft. When a turn is made from south to an east or west heading the compass will lead the actual heading the aircraft is flying through, it will diminish as the aircraft approaches either east or west, and it will lag as the aircraft turns further towards North.

IFR Oral (1 decks)

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