Pilot Qualifications and IFR Regulations practice questions

Answer: A) 3 hours

• ACorrect. It must be in preparation for the practical test.
• BIncorrect. The requirement is 3 hours.
• CIncorrect. The requirement is 3 hours.
• DIncorrect. 15 hours is the total instructor time.

Answer: B) The pilot may perform the check and must record the date, place, bearing error, and signature

The pilot may perform the VOR operational check required within the preceding 30 days for IFR. Under 91.171(d), the person making the check must enter the date, place and bearing error, and sign the record.

• AIncorrect. A repair station is not required. Under 91.171(d), whoever makes the check, including the pilot, records it in the aircraft log or other record.
• BCorrect. 91.171(d) requires each person making the VOR operational check to enter the date, place and bearing error, and to sign the aircraft log or other record. A pilot may make the check.
• CIncorrect. 91.171 does not require an FAA inspector or examiner to witness the check or give any endorsement.
• DIncorrect. 91.171(d) also requires the place and the bearing error to be entered.

Answer: D) No, IFR flights operate in clouds under ATC clearance

• AIncorrect. The rules don't apply to IFR flight.
• BIncorrect. That is a VFR rule.
• CIncorrect. IFR flights can be in clouds there.
• DCorrect. VFR cloud clearances are VFR rules.

Answer: A) An instructor endorsement or a home-study course record

• ACorrect. Evidence of preparation is needed.
• BIncorrect. An IPC isn't required for the test.
• CIncorrect. A private certificate is enough.
• DIncorrect. Time isn't required to take the knowledge test.

Answer: C) Two-way radio communication and navigation equipment suitable for the route to be flown

14 CFR 91.205(d)(2) requires two-way radio communication and navigation equipment suitable for the route to be flown under IFR. It does not require backup radios or a specific receiver type.

• AIncorrect. 91.205(d)(2) does not require backup radios. It requires two-way radio communication and navigation equipment suitable for the route to be flown.
• BIncorrect. 91.205(d)(2) does not name a specific navigation receiver. The navigation equipment must be suitable for the route to be flown, so a VOR is not required on every route.
• CCorrect. 91.205(d)(2) requires two-way radio communication and navigation equipment suitable for the route to be flown.
• DIncorrect. 91.205(d)(2) requires two-way radio communication equipment for all IFR flight, not only in certain classes of airspace.

Answer: D) 800-foot ceiling and 2 statute miles visibility

For airplanes, the standard alternate minimums under 91.169(c)(1)(i) are 600-2 for a precision approach and 800-2 for a nonprecision approach. The 2,000-3 figure in 91.169(b) decides whether you need an alternate at all.

• AIncorrect. For airplanes, 91.169(c)(1)(i) sets no standard alternate minimum this low. The standard minimums are 600-2 for a precision approach and 800-2 for a nonprecision approach.
• BIncorrect. 600 ft and 2 SM is the standard alternate minimum for a precision approach under 91.169(c)(1)(i)(A). It does not apply to an airport with only a nonprecision approach.
• CIncorrect. 91.169 does not set this as an alternate minimum. It is also not the test for whether you need an alternate. Under 91.169(b), you can skip the alternate only if the destination forecast is at least a 2,000-ft ceiling and 3 SM from 1 hour before to 1 hour after the ETA.
• DCorrect. Under 91.169(c)(1)(i)(B), when the procedure lists no alternate minimums and the airport has only a nonprecision approach, an airplane needs a forecast of at least an 800-foot ceiling and 2 SM visibility at the ETA.

Answer: A) The date, the place, the bearing error, and the signature of the person who did the check

14 CFR 91.171(d) requires anyone performing a VOR operational check to log the date, place, bearing error and their signature.

• ACorrect. 91.171(d) requires an entry of the date, place, bearing error, and signature of the person performing the check.
• BIncorrect. The rule doesn't require the frequency or the check method, and the person who performs the check signs the entry; that person can be the pilot, so no mechanic is needed.
• CIncorrect. A signature is always one of the required elements, including when the pilot in command performs the check.
• DIncorrect. The receiver serial number isn't required, and the person who did the check signs. A repair station only certifies the bearing transmitted and the date when its test signal is used.

Answer: A) No; Part 91 requires a second in command only for large, commuter category, or multi-pilot certificated airplanes

Under Part 91, a second in command is required only for airplanes covered by 91.531: those certificated for more than one pilot, large airplanes and commuter category airplanes. Single-pilot IFR in a light single is allowed even with passengers, while the passenger IFR second-in-command rule is a Part 135 requirement.

• ACorrect. 14 CFR 91.531(a) requires a second in command only for airplanes type certificated for more than one required pilot, large airplanes and commuter category airplanes. A light single-engine airplane certificated for one pilot is none of these.
• BIncorrect. That is the Part 135 rule in 135.101, with the autopilot exception in 135.105. It does not apply to a private Part 91 flight.
• CIncorrect. Part 91 has no such requirement. A second pilot (safety pilot) is required only for simulated instrument flight under 91.109(c).
• DIncorrect. Instrument currency determines whether the pilot may act as PIC under IFR. It has nothing to do with whether a second pilot is required.

Answer: C) After passing the fix

• AIncorrect. The regulation requires it.
• BIncorrect. Climb begins after the fix unless an MCA is published.
• CCorrect. 14 CFR 91.177 requires the climb to begin immediately after passing the fix (unless an MCA applies).
• DIncorrect. Climb begins after the fix.

Answer: B) A normal descent and landing on the runway is possible

• AIncorrect. Fuel isn't part of this rule.
• BCorrect. A normal rate of descent must be possible.
• CIncorrect. The pilot, not ATC, makes this decision.
• DIncorrect. Autopilot use isn't required.