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?
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.
The airport that you desire to use as a required alternate airport offers only RNAV IAPs. How will this affect you?
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.
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?
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.
During the preflight run-up, you find the transponder is INOP. How does this affect your IFR flight from Cynthiana to Georgetown?
-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.
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?
- 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.
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)?
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.
During this flight, what tasks are needed to properly prepare for an IAP?
- 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.
Will the length of runway required for a landing from an IAP be different than a landing from a VFR approach?
- 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.
The ACS calls for our IAPs to be “stabilized approaches.” Why is that important and what does having a stabilized approach mean to you?
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.
If you encountered unforecasted freezing rain, would you allow the autopilot to control the plane or would you hand-fly it?
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.
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?
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.
Do you have any anti-ice or deice equipment installed on your airplane?
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
If you encounter icing during a lost-com situation, what will you do?
- 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.
If you are concerned about fog, what specific weather reports/forecasts would you look at to determine the likelihood of fog developing?
- 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.
If you inadvertently encounter thick fog, what would be your preferred escape method?
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.
A VOR IAP has a published MSA. An RNAV IAP has a published TAA. How do you correctly use these altitudes?
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.
While conducting a non-precision IAP, you decide that you are too high. At what point can you initiate a missed approach procedure?
I can arrest my descent at any time. However, I must continue to the IAP to the missed approach point before maneuvering.
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?
- 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.
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?
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.
You have checked out in the flight school’s new C172; how will you conduct an IFR preflight instrument cockpit check?
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.
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?
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.
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?
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.
What action would you take if you encounter unforecasted rime ice?
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.
After inadvertently encountering icing conditions, your engine begins to run rough, with a loss of engine RPM. What is the likely cause and solution?
- 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.
