Instrument Quiz

At what point on the VOR circle

to land approach into KHWD
can you descend below the
MDA?

First you are required to have the

minimum flight visibility of 1
statute mile. When you are in a
position for normal landing.

How is the missed approach

started if you lose visual contact
during a circling approach?

If you lose visual reference in a

circle to land from an instrument
approach, you should make a
climbing turn toward your landing
runway to become established on
Yes, IFR GPS can be used as a
the missed approach course.
substitute of DME. Expired GPS
databases can only be used for en
route and terminal operations
provided
all the data
verified to
During departure
the is
CDI
be
correct -will
since
is an approach
sensitivity
bethis
in terminal
mode
a GPS
theline
(1
nm).can't
Afterbe30used
nm when
straight
database
is expired.
from KSBP
the CDI sensitivity will

v0.2
Name:

Member #:

Member:

-1

CFI:

-1

If you have an IFR GPS and no

DME, can you legally shoot the
KHWD LOC approach? What if
the GPS database has expired?
At what points in the flight
would the CDI sensitivity
change on your IFR GPS?

1. Flight Planning
Assume you are planning a flight from KSBP to KHWD
State your chosen DP.

I would use the SID

CREPE3.PRB.

How would you obtain your

clearance? What if the tower
were closed?

When the tower is open I would

get my clearance from KSBP
ground (121.6). If the tower is
closed I would contact
Hawthorne FSS using 122.1 (as
Airplane:
shown in Cessna
the GLJ172SP
VOR box) or
Time
16min (with
122.2.enroute:
Get the2h
clearance
froma
24
headwind @ 8000).
theknot
phone.
Fuel burn: 23.4 g
Route: KSBP CREPE3 PRB
V113 PXN V301 SUNOL KHWD
Probable approach at KHWD:
GPS
28L which
a feeder
We would
need has
to file
an
route
fromifSUNOL.
alternate
the forecasted
Departure
frequency:
127.725
weather between
1 hour
before
ETA and 1 hour after ETA at
KHWD was reported to have
Hours
operation
are:
ceilingsofbelow
2000offt tower
or
1500-0500Z.
the
visibilities lessI would
than 3 close
statute
IFR
flight
plan via alternate
122.5 or 122.2
miles.
A potential
oakland
as shown
the
would beFSS
Stockton
sinceinthey
frequency
of OAK VORTAC.
would havebox
approaches
other
No
FDC
NOTAMS
thanreported
GPS (e.g.
ILS)
which is the
regarding
temporary
flight
one I would
use for Hayward.
restrictions or amendments to
instrument approaches.
No affecting D NOTAMs.
PRB, SNS, OAK carry HIWAS
information. By contacting 122.2
along the route WX information
can be obtained (FlightWatch on
122.0 service was subsumed by
In
a radar
122.2
as ofenvironment
Oct 2015). there are
no mandatory reports (all WP
are white triangles). If the radar
failed all WP and VORs in the
route become mandatory
reporting points (in this case
CREPE, PRB, ROM, PXN,
KARNN, BORED, BUSHY,
SUNOL)

Determine the following:

Time enroute:
Fuel burn:
Route:
Probable approach at KHWD:
Departure frequency:
When would you need to file an
alternate? For this route, select a
potential alternate and approach
minimums.
What are the operational hours
for the KHWD tower? How
would you close your IFR flight
plan if the tower is closed?
Based on the time you are filling
out this form, state the
NOTAMs that might or will
affect the flight.
On your route which VORs
would carry WX information?
What other sources of enroute
wx. might be available?
Based on your route of flight,
what are the mandatory report
points in a radar environment?
What if radar had failed?

Assuming IMC, and you lost

radio communication halfway
through this flight, how would
you proceed to the destination?
What altitude would you use for
circling into KHWD on the
VOR/GPS-A approach?
State the various MEAs for this
route and where they would
change.
What is the MSA when you
arrive at KHWD?

switch to "enroute mode" (2nm).

If under VFR conditions and having
Within 30 nm straight line from
a close airport in VFR conditions in
KHWD the CDI sensitivity will
the proximity I would deviate from
switch to 1 nm and beginning 2 nm
my route and land there. Otherwise
prior to the FAWP, the CDI
IThe
would
follow
the route
asft.filed
circling
MDA
is 560
sensitivity
will
change
from
1 nm to
using the highest altitude between
0.3 nm.
the MEA, assigned altitude,
expected altitude.

Starting from PRB the MEA is

6000', at ROM it becomes
7500' (climb can start at ROM, no
MCA). At PXN MEA changes to
6500, descent from the 7500 MEA
MSA is 5300ft, as shown in the
could start over PXN.
RNAV (GPS) RWY 28L approach.

2. Aircraft Requirements
Describe the required systems
and equipment for your IFR
flight. What tests and periodic
inspections are required?
Describe what and why you
make various instrument checks
during the taxi phase before
take-off?
For your aircraft, describe what
constitutes a loss of primary
flight instruments. What actions
will you take in this scenario?
Describe what you can and cant
legally do on an IFR flight with
an expired GPS database.
Is a GPS RAIM check required
before any/all IFR flights where
you plan to use a GPS approach?
Based on the plane you are
flying, what you would do if you
had a complete electrical failure
enroute in IMC?

3. Pilot Requirements
If you log 2 hours of SIM time,
3 months after your check ride,
does that count toward IFR
currency?
For practice IFR flight in a high
performance and/or complex
plane, what qualifications does a
safety pilot need?
Can a safety pilot log flights as
PIC?

FAR 91.205
Required equipment for IFR flight
(includes VFR day and night
equipment):
-> GOOSEACAT:
I make sure the compass, turn and
Gas Gauge, Oil temperature, Seat
slip coordinator and directional
belts, ELT, Altimeter, Compass,
gyros are working properly during
Airspeed Indicator, Tachometer.
taxi. These instruments are required
-> FLAPS: Fuses, Landing light (if
for IFR flight and can't be tested
Loss
of PFD.
I would push
for hire),
Anticollision
light,the
unless the airplane is moving.
revisionary
mode
button
to display
Position light,
Source
of electricity.
the
primary instruments in the
-> GRABCARD:
MFD.
If that
did notAttitude
fix the problem
Generator,
Radios,
IIndicator,
would use
the
MFD inAdjustable
Ball,
Clock,
Expired
GPS
databases
can only be
non-revisionary
mode,
using
the
Altimeter,
turnterminal
indicator,
used for enRate
routeof
and
moving
map
and theall
standby
Directional
gyro.
operations
provided
the data is
instruments.
verified to be correct. Expired GPS
Tests
and periodic
inspections:
databases
can't be used
for
Not
required although it's a good
AVIATES:
approaches.
idea
to
perform
a
RAIM
prediction
-> ADs
check.
The
GPS
automatically
does
-> VOR (30 day check)
a->RAIM
check (100h
normally
2 nautical
Inspections
if aircraft
flow
miles
prior
the
FAWP.
training
orthe
hire
and annual).
Ifor
would
turnto
avionics
/ master
-> Altimeter
(24 calendar
off
(so as to prevent
from months)
-> Transponder
(24a calendar
potentially
having
fire in flight). I
months)
would
use my handheld radio to
->
ELT (12 calendar
months).
communicate
with ATC
and fly
-> Static
system
(24
calendar
using
the
standby
instruments.
The amount of hours do not count.
months).
SIM time + Aircraft time requires
completion of 6 instrument
approaches, holding procedures and
intercepting and tracking courses
The safety pilot must hold a private
through the use of navigational
pilot certificate with appropriate
electronic systems (number of hours
category and class ratings. FARs do
do not count).
not mandate the safety pilot to hold
a complex / high performance
Yes, only when the other pilot is
endorsement.
under the hood provided there is an
agreement with respect to who is
PIC.

What conditions, if any, must be

met in order to count simulator
time toward instrument
currency?

It has to be an approved FTD

(Flight training device).

While IFR you shoot an

approach through a thin fog
layer (<200ft thick). Can you
log this approach for currency?

If IMC is between the FAF and the

missed approach point.

4. Approaches and Charts

5. ATC

For this group of questions, assume the ILS at KMOD

DH 288 ft, visibility 1/2 statute
What are the DH and visibility
miles.
requirements for the approach?
What if the LMM and approach
lighting system are inoperative?
Is DME required for the
approach?
Can you use DME to establish
the outer marker?
Where does the final approach
segment begin?
At what altitude does the glide
slope cross the outer marker?

LMM has no effect on minimums.

When MASLR is inoperative, when
using Atwater altimeter setting;
DME or RADAR REQUIRED (IFR
increase S-ILS R28R all visibilities
GPS can be substituted for DME).
1/2 staute miles.
Yes, DME may be used in lieu of
the OM.

Where the lighting bolt is shown in

the profile view (in this ZELAT
INT).
1800 feet.

What is the distance from the

OM to the runway threshold?

5.2 nautical miles.

What is the elevation of the

touchdown zone?

88 feet.

If the GS is out, what are the

MDA & visibility requirements?

We would switch to a localizer

approach. Minimums are MDA of
420 feet and 1/2 statute miles.
From 80 degrees to 170 degrees
MSA is 2100 feet. From 350
degrees to 80 degrees it's 3500 feet.
The FAF is at ZELAT and the MAP
is the runway threshold (8 DME
MOD VOR).

If applicable, what is the MSA

to the east?
As a LOC only approach, where
is the FAF? Where is the MAP?

For this group of questions, assume the VOR19R at KCCR

What is the minimum procedure
turn altitude for the approach?

2500 ft.

At what point may you descend

from the PT altitude?

Once established inbound down to

at or above 1500 at HUKV.

What are the MDA and VIS

mins. for Cat C without DME?

640 ft MDA, 1 3/4 statute miles

visibility.

Climb to 1500 then climbing left

turn to 2900 direct CCR VOR/DME
then via CCR R-044 to REJOY INT
For this group of questions, assume
GPS29 at KSCK
andthe
hold.

What is the missed approach

procedure?

How do you create a hold at

OXJEF in your GPS?

Loading the approach GPS29 at

KSCK on the flight plan (using
PROC) will present the hold at
OXJEF with a HOLD line.

State the steps for setting up and

verifying the approach?

In the G1000 I would hit the PROC

button either in the PFD or MFD.
Hitting the PROC button opens a
window where the airport can be
typed,
kind
of approach
the
I wouldthe
stay
above
the MDAatuntil
given
airport,
plus thewaypoint.
altitude
reaching
the RW29R
minimums
cangobemissed
entered.
Then I would
byOnce
those
3 pieces
of information
are
climbing
to 2000
direct KOCGE
entered
one
has
to
hit
LOAD
(when above 400 ft AGL I press the
APPROACH
or ACTIVATE
and
OBS
key to take
it out of suspend)
hit the
ENTER
button
twice. track
and
right
turn via
002 degrees
With
the aidand
of ahold,
chartcontinue
I would
to
ORANG

Explain the process to sequence

to the missed? When and where
would you do this?

When may you deviate from a

clearance?

In a radar environment, what

radio calls are mandatory?

6. General
You may deviate from an ATC
clearance in case of an emergency
or distress situation (you must give
notification to ATC as soon as
possible
to request
an amended
1) Unexpected
weather.
clearance).
2) Compulsory reporting point.

What is VFR on top? How

might you make use of it?

You are no longer under ATC

surveillance and must resume
position reports at compulsory
reporting points. You are likely to
be delayed or put in a hold due to
Radar service terminated means that
less precise separation.
you are no longer under ATC radar
surveillance and must resume
position reports at compulsory
reporting
points. Vectoring
MVA: Minimum

The weather is 600/2 at PAO or

SQL and the tower is closed.
What are the options for starting
an IFR flight?

ATC can assign a visual approach.

Conditions necessary for such an
approach are: You have either the
airport or the preceding aircraft in
sight,
andassign
the reported
weather
at
ATC can
a visual
approach
the
airport
must
have
a
ceiling
at
but as PIC you can follow any or
above
1000'
and visibility
approach
course
you want.3 statute
miles or greater.

Approach transitions sometimes

dont require a PT. If you follow
a radar vector close but not on
that transition do you do a PT?

What are standard take-off

minimums?

3) Loss of equipment.

Occasionally radar goes out in

this area. What impact might
this have on services?
What does the phrase radar
service terminated mean?

What is MVA? What is the

MVA over the water in the Bay
around Palo Alto and San
Carlos?
Can ATC assign a visual
approach? What conditions
must be met for such an
approach?
Can ATC insist that you fly a
visual approach if conditions
warrant it, even if you really
want a GPS approach?
On an IFR approach into a nontowered airport in VFR
conditions, why might a
controller want you cancel IFR?
You are cleared for an approach
with a crossing altitude below
the one on the plate? What
would you do?
A controller is really busy and
states Hold at XYZ. There is
no charted hold at XYZ. What
would you do?

Altitude. The MVA it's not

published and can change (we
suspect it 1600 ft).

In VFR conditions ATC may want

the pilot to cancel IFR to free up the
airspace for additional IFR traffic
(either to expedite an IFR departure
at the airport or to expedite an IFR
I would request confirmation from
arrival to the airport).
ATC about the altitude. ATC, as
opposed to the pilot, has MVA
information and could assign a
lower altitude than the one shown in
Introduce the the holding fix in my
the plate - nevertheless it's I would
flight plan. If the inbound course
confirm with ATC about the
were over an airway I would
correctness of the altitude.
introduce the leg in my flight plan,
if the inbound course corresponded
to a specific radial I would set it up
via the OBS knob.

The weather report for PAO or

SQL is reported as 400/2. Can
you legally start an approach at
either airport?
You cancel IFR while climbing
through the SJC class C? How
do you now handle being in that
airspace? What about a Bravo?

If you cant comply with an

obstacle departure procedure
(KTRK!!!) what are your
options?

VFR-on-top is defined as air traffic

control authorization for an aircraft
operating under instrument flight
rules (IFR) to do so in visual
meteorological conditions (VMC) at
Standard take-off minimums are a
any appropriate visual flight rules
climb gradient of 200 ft / nm and
(VFR) altitude.
when operating under part 91 there
are no requirements about ceiling or
You can make use of it for example
visibility.
Itowould
contact
on
stay above
theNorcal
cloudsapproach
for
121.3
to request
mytemperature
clearance (in
example
when the
is
such
I would
receive
a void
belowcases
freezing,
so as
to avoid
clearance).
structural icing formation.

Nothing prevents you from starting

an approach to either airport which
doesn't mean you will be able to
land given the minimums on the
approach (if the airport is below
Inside class C airspace you would
minimums a missed approach
switch to flight following after
would be required).
cancelling IFR (two-way
communications are mandatory and
the transponder code would remain
I don't do a PT unless I'm
the same, or ATC would give
authorized by ATC.
another one).
In class B a Bravo clearance would
Ibewould
looktoatenter
the SIDs
for KTRK
required
the airspace
and
using
the performance
afterinspect
cancelling
IFR.
charts if the climb gradient for those
SIDs can be satisfied. If that's not
the case I would request a climb in
VMC conditions.

Member Signature
Josep-Angel Herrero Bajo

Date

Digitally signed by Josep-Angel Herrero

Bajo
Date: 2016.05.08 10:18:25 -07'00'

I have reviewed and graded this instrument quiz with the above
named member.
CFI Signature
Date