Preflight

Question 1

What are the fuel requirements for flight in IFR conditions? (14CFR 91.167)

Answer 1

The aircraft must carry enough fuel (considering weather reports, forecasts and weather conditions) to complete the flight to the first airport of intended landing, fly from that airport to the alternate airport, and fly after that for 45 minutes at normal cruising speed.

Question 2

Before conducting an IFR flight using GPS equipment for navigation, what basic preflight checks should be made? (FAA-H-8083-15)

Answer 2

Preflight actions should include:

a. Verify that the GPS is properly installed and certified for the planned IFR operation.
b. Verify that the databases (navigation, terrain, obstacle, etc.) have not expired.
c. Review GPS and WAAS NOTAMs.
d. Review GPS RAIM availability for non-WAAS receivers.
e. Review operational status of ground-based NAVAIDs and related aircraft equipment (e.g., 30-day VOR check) appropriate to the route of flight, terminal operations, instrument approaches at the destination, and alternate airports at ETA.
f. Determine that the GPS receiver operation manual or airplane flight manual supplement is onboard and available for use.

Question 3

Explain the function of RAIM (FAA-H-8083-6)

Answer 3

Receiver autonomous integrity monitoring (RAIM) is the self-monitoring function performed by a TSO-129 certified GPS receiver to ensure that adequate GPS signals are being received at all times. The GPS alerts the pilot whenever the integrity monitoring determines that the GPS signals do not meet the criteria for safe navigation use.

Question 4

When is a RAIM check required?

Answer 4

TSO-C129 (non-WAAS) equipped aircraft - If TSO-C129 (non-WAAS) equipment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time using current GPS satellite information.

TSO-C145/C146 (WAAS) equipped aircraft - if TSO C145/C146 (WAAS) equipment is used to satisfy the RNAV and RMP requirement, the pilot/operator need not perform the prediction if WAAS coverage is confirmed to be available along the entire route of flight. Outside the US or in areas where WAAS coverage is not available, operators using TSO-C145/C146 receivers are required to check GPS RAIM availability.

Note: In the event of a predicted, continuous loss of RAIM of more than 5 minutes for any part of the intended flight, the flight should be delayed, canceled, or re-routed where RAIM requirements can be met. Pilots should assess their capability to navigate (potentially to an alternate destination) in case of failure of GPS navigation.

Question 5

What are several methods a pilot can use to satisfy the predictive RAIM requirement (RAIM check)? (AIM 1-1-17, 5-1-16)

Answer 5

a. Operators may contact a Flight Service Station to obtain non-precision approach RAIM. Briefers will provide RAIM information for a period of 1 hour before to 1 hour after the ETA, unless a specific time frame is requested by the pilot.
b. Use the Service Availability Prediction Tool (SAPT) on the FAA enroute and terminal RAIM prediction tool at: http://sapt.faa.gov/default.php
c. Use a third-party interface, incorporating FAA/Volpe Center RAIM prediction data without altering performance values to predict RAIM outages for the aircraft’s predicted flight path and times.
d. Use the receiver’s installed RAIM prediction capability (for TSO-C129a/Class A1/B1/C1 equipment) to provide non-precision approach RAIM.

Question 6

What aircraft instruments/equipment are required for IFR operations? (14 CFR 91.205)

Answer 6

Those required for VFR day and night flights plus:

G - Generator or alternator of adequate capacity

R - Radios (nav and comm equipment suitable for the route to be flown)

A - Altimeter (sensitive)

B - Ball (slip/skid indicator of turn coordinator)

C - Clock (sweep second hand or digital presentation)

A - Attitude indicator

R - Rate of turn (turn coordinator)

D - Directional gyro

D - DME or RNAV (for flight at FL240 and above if VOR equipment is required for the route)

Question 7

What are the required tests and inspections to be performed on an aircraft? Include inspections for IFR.

Answer 7

A - Annual inspection within the preceding 12 calendar months.

A - Airworthiness directives and life-limited parts complied with, as required

V - VOR equipment check every 30 days (for IFR ops).

1 - 100 hour inspection, if used for hire or flight instruction in aircraft flight instructor provides.

A - Altimeter, altitude reporting equipment, and static pressure systems tested and inspected (for IFR ops) every 24 calendar months.

T - Transponder tests and inspections, every 24 calendar months.

E - ELT, operation and battery condition inspected every 12 calendar months.

Question 8

During the preflight inspection in an aircraft that doesn’t have an MEL, you notice that an instrument or equipment item is inoperative. Describe how you will determine if the aircraft is still airworthy for flight.

Answer 8

I will ask myself the following questions to determine if I can legally fly the airplane with the inoperative equipment item:

a. Are the inoperative instruments or equipment part of the VFR-day type certification?
b. Are the inoperative instruments or equipment listed as “Required” on the aircraft’s equipment list or “Kinds of Operations Equipment List (KOEL)” for the type of flight operation being conducted?
c. Are the inoperative instruments or equipment required by 14 CFR 91.205, 91.207 or any other rule of 14 CFR Part 91 for the specific kind of flight operations being conducted?
d. Are the inoperative instruments or equipment required to be operational by an AD?

If the answer is “Yes” to any of these questions, the aircraft is not airworthy and maintenance is required before I can fly. If the answer is “No” to any of these questions, then the inoperative instruments or equipment must e removed (by and A&P) from the aircraft, or deactivated adn placarded “inoperative.”

Question 9

May portable electronic devices be operated on board an aircraft? (14 CFR 91.21)

Answer 9

No person may operate nor may any PIC allow the operation of any portable electronic device:

a. On aircraft operated by an air carrier or commercial operator; or
b. On any other aircraft while it is operated under IFR.

Exceptions are: portable voice recorders, hearing aids, heart pace-makers, electric shavers or any other portable electronic device that the operator of the aircraft has determined will not cause interference with the navigation or communication system of the aircraft.

Question 10

Are electronic chart systems (electronic flight bags) approved for use as a replacement for paper reference material (POH and supplements, charts, etc.) in the cockpit?

Answer 10

Yes; electronic flight bags (EFBs) can be used during all phases of flight operations in lieu of paper reference material when the information displayed is the functional equivalent of the paper reference material replaced and is current, up-to-date, and valid. It is recommended that a secondary or back-up source of aeronautical information necessary for the flight be available.

Question 11

What documents are required on board an aircraft prior to flight (14 CFR 91.9, 91.203)

Answer 11

A - Airworthiness Certificate

R - Registration Certificate

R - Radio Station License (if operating outside of US; and FCC regulation)

O - Operating Limitations - AFM/POH

W - Weight and balance data (current)

Compass deviation card

External Data Plate/Serial Number

Question 12

What additional aircraft documentation should be onboard an aircraft equipped with an IFR-approved GPS?

Answer 12

Most systems require an Airplane Flight Manual Supplement (AFMS) and Cockpit Reference Guide or Quick Reference Guide to be onboard as a limitation of use.

Question 13

How often are GPS databases required to be updated?

Answer 13

The navigation database is updated every 28 days. Obstacle databases may be updated every 56 days and terrain and airport map databases are updated as needed.

Question 14

Can a GPS with an expired database bye used for navigation under IFR?

Answer 14

The navigation database contained in the GPS/FMS must be current if the system is to be used for IFR approaches.

Some units allow enroute IFR operations with an expired database if the navigation waypoints are manually verified by referencing an official current source, such as a current enroute chart. To determine equipment approvals and limitations, refer to the AFM or AFM supplements.

Question 15

Can a pilot perform the required database updates or must this action be accomplished by authorized maintenance personnel?

Answer 15

Updates of databases of installed avionics may be performed by pilots provided they can be initiated from the flight deck, performed without disassembly of the avionics unit, and performed without the use of tools and/or special equipment. Updating databases for self-contained, front-panel, or pedestal-mounted GPS units is a non-maintenance task, adn does not require an entry in the aircraft logbook.

Question 16

How can a pilot determine what type of operations a GPS receiver is approved for?

Answer 16

The pilot should reference the FAA-approved AFM and AFM supplements to determine the limitations adn operating procedures for the particular GPS equipment installed.

Question 17

Can a handheld GPS receiver be used for IFR operations?

Answer 17

VFR and hand-held GPS systems are not authorized for IFR navigation, instrument approaches, or as a principal instrument flight reference. During IFR operations they may be considered only as an aid to situational awareness.

Exam tip: Expect to be tested on the location of the GPS antenna(s) as well as the antenna locations for other installed equipment such as VHF communication radios, transponder/DME, VOR/Localizer/Glideslope receivers, adn ELT transmitter.

Question 18

During preflight you notice several static discharge wicks are missing from your airplane. Explain the function of the static wicks and the problems that could occur inflight if they are missing.

Answer 18

Static dischargers, or wicks, are installed on aircraft to reduce radio receiver interference caused by corona discharge emitted from the aircraft as a result of precipitation static. Precipitation static occurs when an aircraft encounters airborne particles during flight (rain or snow) and develops a negative charge. The problems created by P-static range from serious, such as complete loss of VHF communications and erroneous magnetic compass readings, to the annoyance of high-pitched audio squealing.

Question 19

When must a pilot file an IFR flight plan?

Answer 19

Prior to departure from within or prior to entering controlled airspace, a pilot must submit a complete flight plan and receive clearance from ATC if weather conditions are below VFR minimums. The pilot should file the flight plan at least 30 minutes prior to the estimated time of departure to preclude a possible delay in receiving a departure clearance from ATC.

Question 20

The FAA has transitioned to using the ICAO format flight plans for all flights. When is it mandatory to use one?

Answer 20

Use of an ICAO flight plan is:

a. Mandatory for assignment of RNAV SIDs and STARs or other PBN routing.
b. Mandatory for all IFR flights that will depart US domestic airspace.
c. Recommended for domestic IFR flights.

Question 21

When will ATC delete from the system a departure flight plan that has not been activated?

Answer 21

Most centers have this parameter set so as to delete these flight plans a minimum of 2 hours after the proposed departure time or Expect Departure Clearance Time (EDCT). To ensure that a flight plan remains active, pilots whose actual departure time will be delayed 2 hours or more beyond their filed departure time are requested to notify ATC of their revised departure time.

Question 22

When can you cancel your IFR flight plan?

Answer 22

An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside of Class A airspace. Pilots must be aware that other procedures may be applicable to a flight that cancels an IFR flight plan within an area where a special program, such as a designated TRSA, Class C airspace, or Class B airspace, has been established.

Question 23

After filing an IFR flight plan, can you depart VFR and pick up your IFR clearance in the air?

Answer 23

A VFR departure can be used as a tool that allows you to get off the ground without having to wait for a time slot in the IFR system; however, departing VFR with the intent of receiving an IFR clearance in the air can also present serious hazards worth considering. A VFR departure dramatically changes the takeoff responsibilities for you and for ATC;

a. Upon receiving clearance for a VFR departure, you are cleared to depart; however, you must maintain separation between yourself and other traffic.
b. You are also responsible for maintaining terrain and obstruction clearance as well as remaining in VFR weather conditions. You cannot fly in IMC without first receiving your IFR clearance.
c. Departing VFR relieves ATC of these duties, and basically requires them only to provide you with safety alerts as workload permits.

Question 24

Which altitude for the route of flight does the requested altitude represent - initial, lowest, or highest?

Answer 24

Enter the planned cruising level for the first or the whole portion of the route to be flown, in terms of flight level, expressed as “F” followed by 3 figures (for example, F180; F330), or altitude in hundreds of feet, expressed as “A” followed by 3 figures (for example, A040; A170).

Question 25

On an ICAO flight plan, item 15 requires you to enter your planned cruise speed. Explain what this speed represents. (AIM 5-1-9).

Answer 25

It represents true airspeed for the first or the whole cruising portion of the flight, in terms of knots, expressed as N followed by 4 digits (for example, N0485), or Mach number to the nearest hundredth of unit Mach, expressed as M followed by 3 digits (for example, M082).

Question 26

What are the alternate airport requirements?

Answer 26

1-2-3 Rule

1 - If from 1 hour before to 1 hour after your planned ETA at the destination airport, the weather is forecast to be at least

2 - 2,000-foot ceilings and

3- 3 mile visibilities, no alternate is required.

If less than 2,000 and 3 miles, an alternate must be filed using the following criteria:

a. If an IAP is published for that airport, the alternate airport minimums specified in that procedure or, if none are specified, the following minimums -
- Precision approach procedure: ceiling 600 feet and visibility 2 statute miles.
- Nonprecision approaches: ceiling 800 feet and visibility 2 statute miles.
b. If no IAP has been published for that airport, the ceiling and visibility minimums are those allowing descent from the MEA, approach, and landing under basic VFR.

Exam tip: After asking the question “when is an alternate required?,” an examiner will often follow that with “what factors did you consider when choosing this airport as your alternate?” Be prepared to discuss the various factors that you considered, such as available approaches, distance, non-standard alternate minimums, weather, forecasts, fuel requirements, airport services, etc.

Question 27

What if your destination and alternate airports don’t have a Terminal Area Forecast to determine the weather conditions at your planned ETA? How do you determine the forecast weather at ETA?

Answer 27

I will use the Graphical Forecasts for Aviation (GFA) to determine ceilings and visibilities. By selecting the “Forecast” and “CIG/VIS” tabs, I can then use the Zulu Time slider bar to obtain forecast weather at my ETA.

Question 28

During preflight planning you notice that your destination airport has no published instrument approach procedure. The weather is forecast to be 3,000-food ceilings with 5 miles of visibility within the 1 hour before your ETA. Are you required to file an alternate airport?

Answer 28

Yes

14 CFR 91.169 states, “The first airport of intended landing has a part 97 standard instrument approach procedure (SIAP) or a special instrument approach procedure issued by the Administrator,”

and

91.169(b)(2) “Appropriate weather reports or weather forecasts, or a combination of them, indicate the following for at least 1 hour before or 1 hour after the ETA, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.”

In this case, the first airport of intended landing does not have a published SIAP, although it does have the required weather of at least 2,000-food ceilings and 3 miles of visibility from 1 hour before to 1 hour after ETA. Therefore, the requirements of 91.169(b)(1) and (2) have not been completely satisfied and the pilot is required to include the information specified in them.

Question 29

You have just executed a missed approach at your destination airport due to un-forecast weather and during the climb, you are unable to contact ATC. You make the decision to proceed to your filed alternate. Does ATC know what your filed alternate is? Can you divert to a different alternate than what is filed? (AIM 5-1-9)

Answer 29

No, although alternate airport information filed in a flight plan will be accepted by air traffic computer systems, it will not be presented to controllers. If diversion to an alternate airport becomes necessary, pilots are expected to notify ATC and request and amended clearance. There is no requirement for you to proceed to your filed alternate. You may select any airport that you determine is appropriate, considering actual conditions (weather, fuel remaining, etc.) at the time.

Note: in this case, if unable to contact ATC, you would proceed to your alternate or any other airport that you determine is necessary and will result in a safe outcome for your flight. Selecting and filing an alternate is mainly a fuel planning requirement and is done to ensure that you have enough fuel to execute a plan B in the event you cannot land at your destination.

Question 30

What is the definition of the term “ceiling”?

Answer 30

Ceiling is defined as the height above the Earth’s surface of the lowest layer or clouds or obscuring phenomena reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or “partial.”

Question 31

What minimums are to be used on arrival at the alternate? (14 CFR 91.169c)

Answer 31

If an instrument approach procedure has been published for that airport, the minimums specified in that procedure are used.

Question 32

What restrictions apply concerning filing an airport as an alternate when using TSO-C129 and TSO-C196 (non-WAAS) GPS equipment?

Answer 32

For the purposes of flight planning, any required alternate airport must have an available instrument approach procedure that does not require the use of GPS. This restriction includes conducting a conventional approach at the alternate airport using a substitute means of navigation that is based upon the use of GPS.

For example, these restrictions would apply when planning to use GPS equipment as a substitute means of navigation for an out-of-service VOR that supports an ILS missed approach procedure at an alternate airport. In this case, some other approach not reliant upon the use of GPS must be available. This restriction does not apply to RNAV systems using TSO-C145/-C146 WAAS equipment.

Question 33

What IAPs may you flight plan to use as the planned approach at the required alternate when using TSO-C145/C146 (WAAS) equipment?

Answer 33

Pilots with TSO-C145/C146 WAAS receivers may flight plan to use any instrument approach procedure authorized for use with their WAAS avionics as the planned approach at a required alternate, with certain restrictions.

Question 34

What restrictions apply to flight planning when using WAAS avionics at the alternate airport?

Answer 34

When using WAAS avionics at an alternate airport, flight planning must be based on flying the RNAV (GPS) LNAV or circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with “or GPS” in the title. 14 CFR Part 91 non-precision weather requirements must be used for planning. Upon arrival at an alternate, when the WAAS navigation system indicates that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service.

Question 35

What are preferred routes and where can they be found?

Answer 35

Preferred routes are those established between busier airports to increase system efficiency and capacity. Preferred routes are listed in the Chart Supplement US.

Question 36

What are Enroute Low-Altitude Charts?

Answer 36

Enroute low-altitude charts provide aeronautical information for navigation under IFR conditions below 18,000 feet MSL. These charts are revised every 56 days. All courses are magnetic and distances are nautical miles.

Question 37

What are Enroute High-Altitude Charts?

Answer 37

Enroute high-altitude charts are designed for navigation at or above 18,000 feet MSL. This four-color chart series includes the jet route structure; VHF NAVAIDs with frequency, identification, channel, geographic coordinates; selected airports; reporting points. Revised every 56 days.