Scenario Based Training

Question 1

Your aircraft is equipped with a certified GPS, but during the VOT preflight check, both VORs failed to be accurate. You have no other means of navigation. How will this affect your flight?

Answer 1

I will not be able to file an IFR flight plan. To file an IFR flight plan, I must have an alternate (non-GPS) means of navigation unless my GPS is WAAS certified.

Question 2

The airport that you desire to use as a required alternate airport offers only RNAV IAPs. How will this affect you?

Answer 2

If an alternate airport is required and that airport offers only RNAV IAPs, then my aircraft must be equipped with a WAAS-certified GPS. If there are IAPs that use other NAVAIDs, in addition to the RNAV IAP, then I can file it as a required alternate with a GPS that is not WAAS certified.

Question 3

On a flight departing from the Cynthiana Harrison Co Airport to Georgetown Scott County Field, when do FARs require you to be on an IFR flight plan?

Answer 3

I must e on an IFR flight plan when conditions are less than VMC and when in controlled airspace, which in the Cynthiana area is 1,200 feet AGL, and in the vicinity of Georgetown is 700 feet AGL.

Question 4

During the preflight run-up, you find the transponder is INOP. How does this affect your IFR flight from Cynthiana to Georgetown?

Answer 4

-Transponder requirements are not specific to flights under IFR.

• Technically, the flight from Cynthiana to Georgetown is not in airspace that requires a transponder: it’s not in or above Class C or Class B airspace taht I’m flying below 10,000 feet MSL. So from that perspective I am legal to fly.
• However, the inoperative equipment regulation would require me to placard the transponder INOP.

-With the unit INOP, I will leave the transponder unit OFF.

Question 5

Your flight plan is a round-robin: Depart KLEX, direct to HYK, V53 IRVIN, V517 LOGIC, V178 HYK, landing KLEX. You filed 3,000 feet MSL. Your ATC clearance is: “Cleared as filed, climb to and maintain 2,500’ expect 3,000’ 10 minutes after…” Immediately after takeoff, you are IMC with no ground contact and very shortly after that all calls to ATC go unanswered. You hear no other traffic on the frequency. What will you do?

Answer 5

• I will climb to 2,500 feet MSL and proceed direct to HYK. After 10 minutes or upon crossing HYK, I will climb to 3,000 feet. At IRVINE I’ll climb to 3,300 feet, and at LOGIC I’ll descend to 3,000 feet to HYK.
• I’ll change my transponder code to 7600 and I’ll continue to make radio calls into the blind.
• In the meantime, I’ll try to correct or work around the problem by:
  1. Verifying the volume control.
  2. Verifying the audio panel receive/transmit selector.
  3. Verifying the headset is fully connected.
  4. Attempting to call ATC suing the other COM.
  5. Attempting to call ATC using the co-pilot PTT.
  6. Attempting to call Louisville FSS using the HYK RCO and relaying to ATC.
  7. Attempting to use my cell phone to call FSS, who may be able to relay to ATC for me.
• Considering what I think is the active runway and the IAP most likely to result in seeing the runway, I’ll choose an appropriate approach procedure, and if necessary, I will hold in order to depart the IAP as close to my flight plan time as possible.

Question 6

When using VOR as the primary source for navigation, how will you set up your NAVs along this flight (i.e., Which NAV will you set up to identify each intersection)?

Answer 6

Good instrument pilots have SOPS that they use consistently. The examiner would like to know you have developed SOPs. Your answer could be:

My cockpit standard operating procedure is to always use NAV #1 to navigate along and NAV #2 to identify intersections. So I’d put:

• HYK in #1 and the NAVAID 44 NM south in #2 to identify IRVINE.
• Then turning to navigate along V517: the NAVAID 44 NM south in #1 and HYK in #2 to identify LOGIC.
• Make a turn at LOGIC: The NAVAID 48 NM north and in #1 and HYK in #2 to identify CODEL and NOUNS.
• Then turning to navigate along V493, I’d probably put HYK in #2 in anticipation of using #1 for the IAP.

Question 7

During this flight, what tasks are needed to properly prepare for an IAP?

Answer 7

• Listen to the ATIS.
• Self-brief the approach procedure by reviewing the IAP in detail.
• Reduce speed.
• Set up avionics and identify NAVAIDs.
• Perform the pre-landing checklist and configure the aircraft for landing.

Question 8

Will the length of runway required for a landing from an IAP be different than a landing from a VFR approach?

Answer 8

• The landing should be a fill-stall touchdown, especially from an IAP when snow or standing water may be present on the runway.
• If I fly an IAP at a speed that is higher than the manufacturer’s recommended VFR approach speed, it will require more runway to land to give the plane time to dissipate the excess speed.
• If I have a stabilized approach set up, I might land from an IAP with less than full flaps, which will require more runway to land.

Question 9

The ACS calls for our IAPs to be “stabilized approaches.” Why is that important and what does having a stabilized approach mean to you?

Answer 9

It’s important to have a stabilized approach during final descent because I don’t’ want last minute configuration changes or distractions. This is important in preventing CFIT accidents. My stabilized approach means that I’ll achieve by 1,000 feet AGL (or nearly after) the FAF and continue to touchdown with:

• proper configuration for landing.
• an appropriate power setting.
• a consistent 500-8700 fpm rate of descent (if non-precision approach).
• stabilized approach airspeed for the lowest possible landing category.
• tracking on-course, within one dot.
• on or within one-dot above glideslope (if precision approach).
• only minor corrections. If large corrections are necessary, then I’ll miss the approach rather than continue a descent or attempt to salvage a risky situation.

Question 10

If you encountered unforecasted freezing rain, would you allow the autopilot to control the plane or would you hand-fly it?

Answer 10

There is no “right” answer to this question. The examiner wants to know that you have given thought to how you will handle this situation. Possible answers:

AGAINST using the autopilot: I would hand fly. The largest hazard in freezing rain is that ice accumulates quickly on the aircraft surface and results in a loss of lift. If flying with the autopilot on, I won’t receive tactile inputs on the effectiveness of control surfaces and may not perceive the loss of lift.

FOR using autopilot: I would turn on the autopilot. This represents a busy time in the cockpit. I have to alter plans and reprogram technology. I want the autopilot to relieve some of the workload tasks.

BOTH: I would use the autopilot while I need to do other things, but periodically disconnect it to feel the controls.

Question 11

If you were concerned about freezing rain developing along your flight, what specific weather reports or forecasts would you look at to determine the likelihood of freezing rain developing?

Answer 11

Several of the forecasts may mention freezing rain. However, I know that freezing rain is the result of a temperature inversion. The Winds and Temperatures Aloft Forecast shows air temperatures at various altitudes; I could use this forecast to detect a temperature inversion - to see if there is warm air over colder air and temperatures near freezing.

Question 12

Do you have any anti-ice or deice equipment installed on your airplane?

Answer 12

Alternate air control - used when primary air input is blocked; allows entry of heated air.

Pitot heat - used to keep the pitot/static instrument operational. I would turn it on in advance of a possible icing situation.

Windshield defrost - used to keep the windshield clear. I would turn it on in advance of a possible icing situation. POH pg 7-39

Question 13

If you encounter icing during a lost-com situation, what will you do?

Answer 13

• This is no longer just a lost-com situation, but is now a possible emergency.
• I will change the transponder code from 7600 to 7700.
• I will use my pilot’s emergency prerogative. I will do whatever I feel I need to do - including changing altitudes to get out of the clouds or to find warm air, changing route segment, and/or initiating an IAP to the nearest airport.

Question 14

If you are concerned about fog, what specific weather reports/forecasts would you look at to determine the likelihood of fog developing?

Answer 14

• I would review all of the reports for current temperatures and dewpoints
• I would consider how the setting sun (if flying in the evening or rising sun (early in the morning) might change the temperature.
• If the temperature and dewpoint spread is becoming small, then I know to expect fog.

Question 15

If you inadvertently encounter thick fog, what would be your preferred escape method?

Answer 15

Flying in fog is not usually a problem until it becomes time for an IAP and landing. Depending on the type of fog:

• I would look for an airport at a higher elevation, or if it’s upslope fog, I might look for an airport at a lower elevation.
• If flying near the coast, I would look for an airport further inland.
• If all else fails, I would lean the engine for best economy and fly to an area with improved conditions.

Question 16

A VOR IAP has a published MSA. An RNAV IAP has a published TAA. How do you correctly use these altitudes?

Answer 16

A minimum safe altitude (MSA) is advisory information used as an emergency quick reference. Pilots normally don’t use the MSA during normal operations. An MSA may be published on any IAP.

-A terminal arrival area (TAA) is only associated with an RNAV IAP. The TAA is part of the IAP. If I am in a TAA and have been cleared for the IAP, I am considered to be on a published portion of the IAP and am authorized to descend to that altitude without further ATC instructions.

Question 17

While conducting a non-precision IAP, you decide that you are too high. At what point can you initiate a missed approach procedure?

Answer 17

I can arrest my descent at any time. However, I must continue to the IAP to the missed approach point before maneuvering.

Question 18

You are flying an airway that has three altitudes published for that segment:

8,000

5,000G

4,500*

What does that mean to you?

Answer 18

• 8,000 is the minimum enroute altitude (MEA) if the aircraft is not GPS equipped.
• 5,000 is the altitude that may be used as the MEA when navigating via GPS
• 4,500* is the minimum obstruction clearance altitude (MOCA); ATC may assign this altitude when I’m within 22 NM of the VOR.

Question 19

About 25 NM from your destination, you determine that the aircraft has been using more fuel than planned. You think you should have adequate fuel to reach your destination as long as there are no delays. Is this something that you should report to ATC?

Answer 19

Yes, I should inform ATC so that they can be a resource for me.

• I should report “minimum fuel” when I’m concerned about the time in my tanks.
• I would declare a “fuel emergency” if I need priority handling to the airport.
• I would not hesitate to declare an emergency. I would not be concerned about possible repercussions, because it’s better to be safe than sorry.

Question 20

You have checked out in the flight school’s new C172; how will you conduct an IFR preflight instrument cockpit check?

Answer 20

I would verify that all needed cockpit equipment (charts, flashlight, etc.) is on board and accessible in the cockpit. Verifying means touching everything, and not just assuming that items are in my flight bag.

• I would verify the instruments are reading correctly for ground operations:
  1. Magnetic compass is full of fluid and free. During taxi, it swings appropriately to known headings.
  2. Airspeed indicator reads zero.
  3. Attitude indicator is stable and horizon bar is set correctly.
  4. Altimeter reads field elevation when set to current barometric pressure.
  5. Baro setting may also be needed in GPS, autopilot or other technology.
  6. Turn coordinator indicates correctly during taxi and the ball rolls away from the turn.
  7. HI/HSI/RMI is set correctly and moves correctly during taxi.
  8. VSI indicates near zero.

Question 21

During the instrument cockpit check, you note the following:

• The turn coordinator does not indicate a turn during taxi.
• With the correct barometric pressure set, the altimeter reads 60 feet above the field elevation.
• Vertical speed is showing a 100-foot climb on the ground.

Which of the indications listed represent a no-go item and which are acceptable?

Answer 21

No-go:

-The turn coordinator does not indicate a turn during taxi.

Acceptable:

• With the correct barometric pressure set, the altimeter reads 60 feet above the field elevation.
• Vertical speed is showing a 100-foot climb on the ground.

Question 22

During your first flight in the flight school’s new C172, what equipment checks will you perform for an IFR flight that you normally don’t do on a VFR flight?

Answer 22

I would perform the following equipment checks:

Verify that the pitot static check has been completed in the previous 24 months.

• During prefilight inspection, check the pitot heat.
• Turn on all equipment. Make sure it powers up correctly.
• During run-up, in addition to all normal checklist items, I would:
  1. Perform an autopilot check.
  2. Verify that the VOR(s) have been checked and appropriately noted in the previous 30 days.
  3. Set the clock and confirm its operation.
  4. Verify the outside air temperature.
  5. Follow the proper GPS startup and check procedures. Verify the database expiration date and RAIM.

Question 23

What action would you take if you encounter unforecasted rime ice?

Answer 23

Rime ice forms when flying in visible mo8isture and the outside air temperature is at or below freezing. My highest priority is to get to conditions that remove one of these factors. Specifically, I would consider:

• Doing something immediately. I would not delay; rime ice forms quickly.
• Inform ATC that I’m encountering ice. Then based on my knowledge of current weather conditions:
  1. Change altitudes to get out of the clouds.
  2. Change altitudes to get to warmer air.
  3. Make a 180-degree turn. If I was not picking up ice where I came from, then I would go back there.
  4. Land as soon as possible.

I would use additional strategies to improve my situation:

• Turn on anti-ice equipment (pitot heat, windshield defrost, carb heat, etc.).
• As time permits solicit PIREPs from ATC from other pilots in my vicinity regarding their icing conditions.

Question 24

After inadvertently encountering icing conditions, your engine begins to run rough, with a loss of engine RPM. What is the likely cause and solution?

Answer 24

• Probability is high that my engine air intake has become blocked.
• If my engine is equipped with carb heat, would apply it to access outside air through a different inlet.
• If my engine is equipped with alternate air, I would turn it on to access outside air through a different inlet.
• I would exit icing conditions as soon as possible.

Question 25

On a day IMC, about 50 miles from your destination, you notice the ammeter is discharging. What will you do?

Answer 25

I am about to lose electrical power and with it, electrical accessories. If faced with this situation, I would:

• Recycle the master switch (alternator side on a split switch) to reset a possible overvoltage relay problem.
• Prepare for possible complete electrical failure.
• Turn off all unnecessary electrical equipment.
• Inform ATC, if I still have communications
• Not count on making my destination. I would select the closest airport with an IAP that will assure a successful approach.
• Navigate to the closest IAF.
• Obtain the POH and review electrical system checklists.
• Inform passengers of the situation and how they may be of assistance to me.

Question 26

When I say that I want to see strong SRM habits in the cockpit during this flight, specifically what does that mean I want you to do?

Answer 26

Single-pilot resource management (SRM) consists of six components that are closely affected by each other. Specifically:

1. Aeronautical Decision Making (ADM) - you want to know that I have looked at all the available options and made a decision based on facts and my personal limitations.
2. Risk Management (RM) - you want to know that my decisions are made in such a way to mitigate risks.
3. Task Management (TA) - You want to see me prioritize and plan cockpit workload so that I don’t be come saturated with tasks and fail to aviate, navigate and communicate.
4. Situational Awareness (SA) - you want to see that I have an awareness of what is going on inside and outside of the airplane, presently as well as how the situation may develop during the remainder of the flight.
5. Controlled Flight into Terrain (CFIT) - you want to see me flying in such a way that reduces the likelihood that we’ll fly into terrain. This probably means that I have demonstrated good ADM, RM TA and SA.
6. Automation Management (AM) - You want to see me managing a current level of automation and being aware of automation modes, alerts and programming.

Question 27

Give me a few specific examples of how you use good task management skills on an IFR flight?

Answer 27

• I’ll prioritize tasks in a way that doesn’t distract from flying the airplane. Overall, this means that I will Aviate first; Navigate second; Communicate third.
• I’ll execute tasks (such as checklists) so as not to increase workload during critical phases of flight.
• I’ll think ahead and set up NAVAIDs in advance.
• I’ll complete tasks, appropriate for the phase of flight, without getting distracted from the job of flying the airplane.
• When necessary, I’ll slow down the aircraft to give me more time to complete required tasks.

Question 28

You’ve had a busy business trip with 18 IFR IAPs in the past three days. On this IAP, you break out of the clouts at 1,500 feet AGL to find a blanket of snow completely covering the ground and runway at Tiny City Airport. What will you do?

Answer 28

I would attempt to mitigate the risk factors associated with this landing by:

• Attempting to call UNICOM to see if the attendant can tell me how deep the snow is.
• Considering a low approach over the runway to see what I can see and look for possible drifts or snow banks.
• Calling ATC to inquire about runway conditions at nearby airports for a possible diversion.
• Giving myself plenty of time to evaluate alternatives and set up the airplane properly. I would not hesitate to fly out of my way to where runway and services are better.
• If I proceed with landing at Tiny City Airport, I would follow the soft-field landing procedure for my aircraft. This includes keeping the nose wheel off the ground as long as possible, and minimizing braking.
• This scenario reveals insufficient preflight planning. By making a phone call to the FBO to learn about local airport conditions before takeoff, I could have avoided this situation. Perhaps the reason for this poor planning is my fatigue - I’ve flown a lot in the past three days. Did I pass the I’M SAFE checklist?

Question 29

Give me a few examples of situations that might result in a CFIT accident?

Answer 29

Controlled flight into terrain (CFIT) could result from situations such as:

• When the pilot descends below published minimums on an approach.
• When the pilot does not follow the prescribed Obstacle Departure Procedure.
• When the pilot does not perceive a change in terrain height and initiate a suitable climb.
• When the pilot becomes distracted and loses situational awareness.

Question 30

On a beautiful clear, sunny, VMC day, you are flying on an IFR flight plan. Are you required to be instrument current?

Answer 30

Regardless of the meteorological conditions, if I am flying under instrument rules, then I must be instrument current.

Question 31

Thirty minutes after takeoff you enter the clouds. The climb through a cloud layer requires 10 minutes. The enroute phase is 50 minutes and is above the overcast layer, at night. Descent requires 30 minutes through the clouds before breaking out into clear VMC. How much of this flight will you log as “actual instruments’?

Answer 31

I would log as “actual instruments” all of the time that I was flying by reference to instruments. This would obviously include the time flying through the cloud layer, but also any other time that I was flying by reference to instruments.