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Generate Quiz 698A275C4074A
1 / 10
[IR.III.A.K2] What action should you take if your DME fails at FL 240?
If flying above 24,000′ on a route that requires VOR navigation equipment and your DME fails, report the failure to ATC but you may continue to the next airport of intended landing for repairs.
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[IR.III.A.K1] When conditions allow, is it possible to depart VFR and receive your IFR clearance from ATC while airborne?
(B) is correct. When VFR weather conditions exist, you may depart and then contact ATC while airborne to receive your IFR clearance. (A) is incorrect. When weather is less than VFR minimums you must get your IFR clearance prior to departing. (C) is incorrect. You may not depart under visual flight rules when the weather is less than the minimums for VFR flying. When less than VFR weather exists you must receive your IFR clearance prior to departing.
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[IR.II.C.K2] You are planning an IFR flight and need to verify the VOR equipment operational check was accomplished within the preceding…
(A) is correct because 91.171(a)(2) says that it must be checked every 30 days. (B) and (C) are incorrect because while 91.171 says that it must be checked within the previous 30 days, it does not state that there is also a limitation on the number of hours flown since the last check.
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[IR.VI.A.S10] (Refer to Figure 188.) What is the MDA and visibility criteria for a straight-in LOC/DME RWY 21 approach at Portland International for an aircraft with a VSO of 77 kts?
To determine which category your aircraft belongs to depends on the equation 1.3*Vso at an aircraft weight of Maximum Gross Landing Weight (MGLW) 1.3 x 77 = 100 knots. Category A is 0-90 knots and category B is 91-120 knots. We fall into category A. The minimums are published at the bottom of the approach chart.
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[IR.I.B.S4] What are the alternate minimums that must be forecast at the ETA for an airport that has a precision approach procedure?
If we wish to list an airport as our alternate, we must expect the ceilings to be at least 600 ft and 2 statute miles of visibility for a non-precision approach.
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[IR.II.C.K2] An aircraft operated under 14 CFR Part 91 IFR is required to have which of the following?
For IFR flight, the following instruments and equipment are required: 1) Instruments and equipment specified for VFR flight (and those required for night flight, if applicable). 2) Two-way radio communications system and navigational equipment appropriate to the ground facilities to be used. 3) Gyroscopic rate-of-tum indicator (with certain excep tions). 4) Slip-skid indicator. 5) Sensitive altimeter adjustable for barometric pressure. 6) A clock displaying hours, minutes and seconds with a sweep-second pointer or digital presentation. 7) Generator or alternator of adequate capacity. 8) Gyroscopic pitch and bank indicator (artificial hori zon). 9) Gyroscopic direction indicator (heading indicator or equivalent). (PLT405, IR.II.C.K2) – 14 CFR §91.205 Answer (A) is incorrect because a sensitive (not radar) altimeter is required for IFR flight. Answer (B) is incorrect because, if VOR navigation is being used, only a single VOR is required.
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[IR.VI.B.K1] (Refer to Figure 217) During the ILS RWY 13 procedure at DSM, the minimum altitude for glideslope interception is…
The profile view or side view at the bottom of the approach chart will have the answer.. The glideslope intercept is marked by a lightning bolt on the chart. We have a minimum altitude of 2600 feet shown on the chart to intercept the glideslope.
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[IR.I.C.K2] (Refer to Figure 89) What are the oxygen requirements for an IFR flight east bound from Milford on V244 at the lowest appropriate altitude in an unpressurized aircraft?
Victor 244 comes out of the Milford VOR to the left of this chart. If we are going Eastbound, our MEA is 16,000ft. This is above 15,000 ft, so all passengers need to be provided oxygen and the crew must use oxygen at all times.
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[IR.VI.B.K1] A Precision Runway Monitoring (PRM) approach may require…
PRM approaches may require pilots to be on tower frequency while also monitoring a special PRM frequency at the same time.
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[IR.V.A.S2] (Refer to Figures 96 and 97) To which aircraft position(s) does HSI presentation “B” correspond?
To determine which aircraft positions correspond to a specific Horizontal Situation Indicator (HSI) presentation, you must analyze the relationship between the aircraft’s heading, the selected course, and the position of the Course Deviation Indicator (CDI).
First, identify the key components shown on the instrument in Figure 97:
Selected Course: The course arrow is set to 360° (North).
CDI (Course Deviation Indicator): The center bar is deflected to the left, indicating the aircraft is currently to the right of the desired course.
TO/FROM Indicator: The triangle points down (Aft), which is a “FROM” indication. This means the aircraft is moving away from the station on the selected course.
Heading: The aircraft is currently on a heading of approximately 045°.
Next, find the aircraft positions on the chart that match all four characteristics:
Course and Sector: Since the HSI is set to 360° with a “FROM” flag, the aircraft must be in the North sector (the area north of the station).
Deviation: Because the needle is deflected left, the aircraft must be physically located to the right (East) of the 360° course line.
Heading Alignment: Look for aircraft icons that are pointed Northeast (roughly 045°).
Position 5: This aircraft is in the North sector, to the right of the 360° course, and is heading 045°.
Position 13: Like position 5, this aircraft is also in the North sector, to the right of the course line, and is heading 045°.
Both positions 5 and 13 perfectly match the data presented on HSI “B”.
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