Quiz 2 (Instrument Airplane)

[Splinter562]

Here's your next quiz for the week. This one is a little harder than the last and private pilots can post answers too. The questions are taken from the FAA's Instrument Airplane Airman Knowledge Exam:

Post your answers below. This quiz is for sim pilots, student pilots, and private pilots (instrument rated and above: You may comment, but please keep your answers to yourselves until after August 25).

1
A sloping cloud formation, an obscured horizon, and a dark scene spread with ground lights and
stars can create an illusion known as
A) elevator illusions.
B) autokinesis.
C) false horizons.

2
Which DME indication should you receive when you are directly over a VORTAC site at
approximately 6,000 feet AGL?
A) 0.
B) 1.
C) 1.3.

3
Which is a characteristic of stable air?
A) Fair weather cumulus clouds.
B) Stratiform clouds.
C) Unlimited visibility.

4
What is the definition of MEA?
A) The lowest published altitude which meets obstacle clearance requirements and assures
acceptable navigational signal coverage.
B) The lowest published altitude which meets obstacle requirements, assures acceptable
navigational signal coverage, two way radio communications, and provides adequate radar
coverage.
C) An altitude which meets obstacle clearance requirements, assures acceptable navigation signal
coverage, two way radio communications, adequate radar coverage, and accurate DME mileage.

5
What is the primary bank instrument once a standard-rate turn is established?
A) Attitude indicator.
B) Turn coordinator.
C) Heading indicator.

6
When using VOR for navigation, which of the following should be considered as station passage?
A) The first movement of the CDI as the airplane enters the zone of confusion.
B) The moment the TO FROM indicator becomes blank.
C) The first positive, complete reversal of the TO FROM indicator.

7
While being vectored, if crossing the ILS final approach course becomes imminent and an approach
clearance has not been issued, what action should be taken by the pilot?
A) Turn outbound on the final approach course, execute a procedure turn, and inform ATC.
B) Turn inbound and execute the missed approach procedure at the outer marker if approach
clearance has not been received.
C) Maintain the last assigned heading and query ATC.

8
When is an IFR flight plan required?
A) When less than VFR conditions exist in either Class E or Class G airspace and in Class A
airspace.
B) In all Class E airspace when conditions are below VFR, in Class A airspace, and in defense
zone airspace.
C) In Class E airspace when IMC exists or in Class A airspace.

9
What is meant when departure control instructs you to 'resume own navigation' after you have been
vectored to a Victor airway?
A) You should maintain the airway by use of your navigation equipment.
B) Radar service is terminated.
C) You are still in radar contact, but must make position reports.

10
If during an ILS approach in IFR conditions, the approach lights are not visible upon arrival at the
DH, the pilot is
A) required to immediately execute the missed approach procedure.
B) permitted to continue the approach and descend to the localizer MDA.
C) permitted to continue the approach to the approach threshold of the ILS runway.

[Mobius]

Pretty confident on most of them, except for the ones the FAA is trying to be tricky on.

Like #4 and #8, I know what the answers should be and how I would answer them on an oral exam or something, but with the answers they give, it doesn't quite fit.  Or maybe I'm getting a little rusty on a few things here too.

[Splinter562]

4 and 6 are probably the trickiest ones on there. I've been trying to steer clear of FAA specific questions, but unfortunately with instruments, it's the nature of the beast. I chose 4 because it points out what the MEA does and does not guarantee you. I chose 8 because it points out something interesting about the instrument system.

[Brett_Henderson]

Yeah.. the tricky questions end up being even more ambiguous, once you start flying IFR..

[Mobius]

It's odd, I am 98% certain I could state the definition of an MEA and when a flight plan is required to the degree that many people would agree with, but I still wouldn't be all that certain of my answer to the questions.

[Boss_BlueAngels]

Oh, #4, 6, and 8 really aren't that tough, fellas.  It clearly states the definition in the FAR/AIM almost word for word with the correct answer.

[Ravang]

Even the darn FAR/AIM is a bunch of red-tape, bureaucratic gobbly-goop. I've sat in on hangar talk sessions (FAR/AIM in hand) where an experienced pilot, a CFI, and an aviation attorney couldn't all agree on what the 'rules' say.

I know what you mean there needs the be a book to explain the FAR/AIM, so someone can figure-out what the 'rules' mean...

[Splinter562]

Well, I guess we've got no takers on this one, but here are the answers for all that are interested. Even you instrument-type pilots may want to look over questions 4 and 8 as they can be a bit tricky:

1
C - False horizons can be made by a number of different conditions, but they all tend to make the pilot think the aircraft is in banked flight when it is actually level. This effect is probably more likely to catch a VFR pilot by surprise. It is important to cross reference your instruments in this situation to determine where level actually is. Autokinesis occurs usually at night when a stationary object, such as a star, appears to be moving. I honestly don't remember what elevator illusion is.

2
B - DME reports your slant range in nautical miles to the station. When directly overhead, it will read your altitude. At 6,000 ft AGL, you would be 1 NM above the station. 1.3 is incorrect because the DME does not read in statue miles.

3
B - Stable air means that the atmosphere tends to resist vertical air movement. This usually results in stratiform clouds (clouds that are like blankets or layers) and poor visibility. Cumulus clouds (clouds that are puffy like cotton balls) and good visibility are characteristic of unstable air.

4
A - I chose this question to illustrate how little the Minimum Enroute Altitude (MEA) actually buys you. The only two things you are guaranteed to get at the MEA is navigation signal and obstacle clearance. There is no assurance that you will have two-way radio communication or radar coverage at the MEA. Though rare, even with modern radars and radios, you can still get yourself into such situations in mountainous and unpopulated areas like Montana and the Dakotas.

5
B - The instrument that tells you your rate of turn is the turn coordinator. Therefore, when established in a standard-rate turn, the turn coordinate is the primary source to tell you if you need to increase or decrease your bank. The attitude indicator is primary when establishing the bank and becomes a supporting instrument once established in the turn. The heading indicator is a supporting instrument and lets you know when you need to start rolling out of the turn.

6
C - You can consider the station as passed when the TO/FROM flag reverses. This is used because it works regardless of your altitude and works even if you don't directly over fly the station (it will switch when you pass abeam). Indications resulting from the cone of confusion should not be used because the size of the cone depends on altitude or you may never enter the cone if you do not directly overfly the station.

7
C - Since you are not cleared for the approach yet, you are not permitted to turn onto the localizer and start the approach. Sometimes ATC gets swamped or overlooks you, so you should give them a gentle nudge rather than waiting for them to realize their error (possibly after you've flown into a mountain)

8
C - I chose this question to illustrate the point that you can fly in Instrument Meteorological Conditions (IMC) without a flight plan if you are in uncontrolled, Class G, airspace. Because it is uncontrolled, ATC cannot and will not offer you IFR services. This clause allows for operations from uncontrolled airports in IMC by allowing you to transition through the uncontrolled airspace and pick up a clearance before entering controlled airspace. B is incorrect because, while you do need to be on a flight plan in defense zone airspace, it is a defense flight plan that is required, not an instrument flight plan.

9
A - 'Resume own navigation' means that ATC is done giving you vectors and that you are to continue along your planned route using your own navigation equipment. If radar services are terminated, ATC will explicitly say 'radar service is terminated'. I don't recall any situation where ATC would require position reports if they have radar contact, but if there were such a situation, they'd explicitly ask for that.

10
A - If the runway environment is not in sight at the Decision Height (DH) on an ILS, you are required to execute an immediate missed approach. B is incorrect because the Minimum Descent Altitude (MDA) is used if the glideslope is out of service, and is always higher than the DH. C is incorrect because you are not permitted to descend below the DH unless the runway environment is in sight.