Instrument Rating Airplane (IRA) practice questions with answers

Answer: B) ±6°

• AIncorrect. ±4° applies to VOT and ground checkpoints.
• BCorrect. Ground checkpoints allow ±4°; airborne checkpoints allow ±6°.
• CIncorrect. Dual VOR receivers may differ by up to 4°.
• DIncorrect. The airborne limit is ±6°.

Answer: B) An aircraft or approved device

• AIncorrect. Approved devices are allowed.
• BCorrect. They may be done in an aircraft, FFS, FTD or approved ATD.
• CIncorrect. Other devices are allowed.
• DIncorrect. The device must be approved.

Answer: B) Surface pressure rises and falls sharply, so the altimeter setting quickly goes stale

Thunderstorms cause rapid, large surface pressure changes, so an altimeter setting can quickly become wrong by more than 100 feet. Ask for updated altimeter settings when operating near storms.

• AIncorrect. The altimeter uses only static pressure. A blocked pitot tube affects the airspeed indicator, not the altimeter.
• BCorrect. FAA guidance says pressure falls rapidly as a storm approaches, then rises sharply with the first gust and the cold downdraft. This cycle can happen within about 15 minutes. Without a corrected setting, the altimeter can be off by more than 100 feet.
• CIncorrect. Precipitation static causes radio noise and can affect communication and navigation receivers. The aneroid altimeter responds only to pressure, not electrical charge.
• DIncorrect. Magnetic disturbances affect the magnetic compass. The altimeter is an aneroid instrument that responds to pressure, not magnetism.

Answer: D) 10 knots

• AIncorrect. Barbs use larger increments.
• BIncorrect. That is a half barb.
• CIncorrect. That is a pennant.
• DCorrect. A half barb is 5 knots and a pennant is 50 knots.

Answer: C) Wind shear

• AIncorrect. Inversions suppress vertical motion.
• BIncorrect. Inversions are stable.
• CCorrect. Winds can change sharply at the top of a surface inversion.
• DIncorrect. Inversions often trap haze.

Answer: C) Acceptable navigation signal coverage and obstacle clearance

The MEA is the lowest published altitude between radio fixes that assures acceptable navigation signal coverage and meets obstacle clearance requirements. The MOCA assures obstacle clearance, but navigation signal coverage only within 22 NM of the VOR.

• AIncorrect. The MEA does not assure communications. The minimum reception altitude (MRA) and other altitudes deal with reception, and communication coverage is not part of the MEA definition.
• BIncorrect. The MEA does not assure radar coverage. Minimum vectoring altitudes are a separate ATC concept.
• CCorrect. The P/CG defines MEA as the lowest published altitude between radio fixes that assures acceptable navigational signal coverage and meets obstacle clearance requirements.
• DIncorrect. This describes the minimum obstruction clearance altitude (MOCA), not the MEA. The MEA assures signal coverage for the entire segment.

Answer: A) The minimum en route altitude for GNSS-equipped aircraft, which assures GNSS reception and obstacle clearance

An en route altitude with a 'G' suffix is a GNSS MEA. It is the lowest altitude on that segment that assures GNSS reception and obstacle clearance for GNSS-equipped aircraft, and it may be lower than the conventional MEA.

• ACorrect. A 'G' suffix marks a GNSS MEA: the minimum en route IFR altitude on the segment that assures acceptable GNSS reception and meets obstacle clearance requirements. It can be lower than the conventional MEA because it doesn't depend on reception from ground-based navaids.
• BIncorrect. That describes a MOCA. Charts mark a MOCA with an asterisk, not a 'G' suffix, and it applies to VOR signal coverage, not GNSS.
• CIncorrect. A minimum crossing altitude (MCA) is shown with its own fix symbol and applies at a fix. It isn't an alternate MEA for a whole segment.
• DIncorrect. The 'G' suffix refers to GNSS navigation reception, not radar or communications coverage. Neither type of MEA guarantees radar coverage.

Answer: A) It can tumble beyond its pitch and bank limits

• ACorrect. Older gyros have tumble limits.
• BIncorrect. Attitude indicators don't use static pressure.
• CIncorrect. It doesn't use pitot pressure.
• DIncorrect. It doesn't use fuel.

Answer: A) Leads the turn

• ACorrect. Southerly turning error makes the compass lead (move ahead of) the turn.
• BIncorrect. Lag happens on north headings.
• CIncorrect. Turning error exists.
• DIncorrect. It moves.

Answer: A) Use the course, turn direction and leg values depicted for the BRAVO hold on the chart

'Hold as published' means fly the holding pattern depicted on the chart for that fix. ATC needs to state only the direction of holding and the words 'as published'.

• ACorrect. When the pattern is charted, ATC may omit all instructions except the direction and the words 'AS PUBLISHED'. The pilot then holds as depicted on the chart.
• BIncorrect. That is how you would hold at a clearance limit when no holding instructions were given and no hold is charted. Here a charted hold exists and ATC told you to use it.
• CIncorrect. 'East' tells you which side of the fix the published pattern is on. It does not create a new 090° course or require left turns. Those details come from the chart.
• DIncorrect. The clearance is complete. 'As published' means the charted pattern gives the missing details, so you don't need to ask for them.

Answer: B) With pitch, after reducing power

• AIncorrect. Pitch controls airspeed in this case.
• BCorrect. Power sets the descent rate.
• CIncorrect. Rudder doesn't control airspeed.
• DIncorrect. Flaps affect airspeed but aren't the primary control.

Answer: A) Sector arrival altitudes

• ACorrect. TAAs give minimum altitudes for arriving from different sectors.
• BIncorrect. These are separate.
• CIncorrect. These are separate.
• DIncorrect. These are separate.

Answer: C) Execute the missed approach immediately

On an ILS, the DA is where the missed approach starts. If the visual references required by 14 CFR 91.175 are not in sight at DA, the pilot must execute the missed approach immediately and may not level off or descend further.

• AIncorrect. Under 14 CFR 91.175(c), the pilot may not continue below DA unless the required visual references are distinctly visible and identifiable.
• BIncorrect. On a precision approach, reaching DA is the missed approach point, so the missed approach must start there. Leveling off applies to MDA on nonprecision approaches, and even then only until the missed approach point, not the threshold.
• CCorrect. Under 14 CFR 91.175(e), the pilot must immediately execute the appropriate missed approach on arrival at the missed approach point, including DA, if the required visual references are not in sight.
• DIncorrect. Without the required visual references, the pilot cannot continue to any runway. Circling also uses its own published circling MDA, not the ILS DA.

Answer: A) The distance specified in the profile view of the approach chart, normally 10 NM from the fix

A procedure turn must be completed within the 'remain within' distance shown in the chart's profile view, normally 10 NM from the procedure turn fix. Timed legs belong to holding patterns, not procedure turns.

• ACorrect. The AIM says the procedure turn must be completed within the distance specified in the profile view. This is the charted 'remain within xx NM' distance, normally 10 NM.
• BIncorrect. A procedure turn has no outbound time limit. Containment comes from the charted 'remain within' distance in the profile view, together with the 200 KIAS maximum speed.
• CIncorrect. Obstacle protection for a procedure turn extends only to the charted distance. The pilot must stay within that distance however much altitude needs to be lost.
• DIncorrect. One-minute timing is the standard inbound leg of a holding pattern at or below 14,000 ft MSL. It is not the limit for a procedure turn, which is the distance charted in the profile view.

Answer: A) Ask ATC for vectors or holding clear of the approach, then complete the AFM/POH emergency gear extension checklist

If the gear won't extend normally in IMC, first lower workload by getting vectors or holding away from the approach. Then run the AFM/POH emergency gear extension procedure and confirm the gear position before you try the approach again.

• ACorrect. Getting off the approach cuts workload and gives you time and altitude to troubleshoot. The manufacturer's emergency extension procedure is meant for exactly this failure. Afterward, confirm the gear position with the available indications before starting the approach again.
• BIncorrect. Running an abnormal checklist while flying a precision approach in IMC overloads the pilot and invites course or glideslope deviations near terrain. Leave the approach first, then troubleshoot.
• CIncorrect. This brings the airplane down to minimums knowing the gear may not be down, then adds the checklist to the busy missed approach phase. Deal with the problem before the approach.
• DIncorrect. Leaving the approach is good, but cycling the gear over and over is improvised and can make a hydraulic or electrical fault worse. Follow the manufacturer's emergency extension procedure instead.