Cessna 172N IFR Weather — Instrument Rating Oral Questions

DPE oral questions · ifr weather

21 questions a DPE may ask in this section

1. Question 1 · IR.I.B.K2a

   Decode this METAR: KORD 121755Z 27018KT 3SM -RASN BR OVC007 03/01 A2982 RMK AO2

   What a DPE expects to hear

   • Station: KORD (Chicago O'Hare International)
   • Time: 1755 UTC on the 12th
   • Wind: 270° at 18 knots
   • Visibility: 3 statute miles
   • Weather: light rain and snow (-RASN), mist (BR)
   • Sky: overcast at 700 feet AGL (OVC007 = 07 × 100 = 700 feet)
   • Temperature: 3°C, Dewpoint: 1°C
   • Altimeter: 29.82 inHg
   • RMK AO2: automated station with precipitation discriminator
   • This airport DOES require an alternate (ceiling 700 ft < 2,000 ft, TAF dependent)

   Common wrong answers

   • Confusing OVC007 as 7,000 feet (it's hundreds of feet — 700 feet AGL)
   • Not knowing -RA means light rain; SN = snow; BR = mist
   • Not knowing AO2 = automated with precip discriminator

   SourceAIM 7-1-30; FAA-H-8083-28 (Aviation Weather Services)

2. Question 2 · IR.I.B.K2c

   What is a TAF, and what do the change indicators FM, TEMPO, BECMG, and PROB30 mean?

   What a DPE expects to hear

   • TAF = Terminal Aerodrome Forecast; covers 5 SM radius around the reporting station
   • Issued 4 times daily; valid for 24 or 30 hours
   • FM (From): permanent change beginning at specified time; replaces entire preceding forecast
   • TEMPO (Temporary): change lasting less than 1 hour at a time and less than half the forecast period
   • BECMG (Becoming): gradual change reaching described conditions during a defined time period
   • PROB30: 30% probability of the described conditions occurring
   • TAF AMD = amendment that supersedes previous TAF

   Common wrong answers

   • Confusing TAF with METAR (TAF is forecast, METAR is observation)
   • Not knowing PROB30 means 30% — not a guarantee
   • Not knowing the 5 SM radius limitation

   SourceAIM 7-1-28; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.23

3. Question 3 · IR.I.B.K3i

   Compare clear ice and rime ice. Which is more dangerous and why?

   What a DPE expects to hear

   • Clear ice: forms at temperatures near 0°C to -10°C from large supercooled water drops freezing slowly; smooth, heavy, hard to remove, most dangerous
   • Rime ice: forms at colder temperatures from small supercooled drops freezing quickly; opaque, white, rough, brittle; less aerodynamically harmful than clear ice
   • Mixed ice: clear and rime forming simultaneously; unpredictable shape
   • Clear ice is most dangerous because it adheres strongly, is heavier, and more severely distorts airfoil shape, reducing lift and increasing drag significantly

   Common wrong answers

   • Saying rime ice is more dangerous
   • Not knowing clear ice forms from larger drops near freezing temperatures
   • Confusing icing temperature ranges

   SourceFAA-H-8083-28; AC 91-74B; PilotsCafe IFR Quick-Review p.24

4. Question 4 · IR.I.B.K3i

   What are the two conditions required for structural ice to form on an aircraft?

   What a DPE expects to hear

   • 1. Visible moisture (cloud droplets, rain, freezing drizzle, wet snow)
   • 2. Aircraft surface temperature at or below 0°C (32°F)
   • Frost forms differently — by sublimation/deposition when both surface temperature and ambient dewpoint are below freezing, without requiring visible moisture

   Common wrong answers

   • Thinking cold air alone causes ice
   • Not knowing frost requires different conditions than structural icing
   • Confusing freezing level with the structural icing zone

   SourceFAA-H-8083-28; AC 91-74B; PilotsCafe IFR Quick-Review p.24

5. Question 5 · IR.I.B.K3h

   What three conditions are required for thunderstorm formation, and when are hazards greatest?

   What a DPE expects to hear

   • 1. Sufficient water vapor (moisture)
   • 2. Unstable temperature lapse rate (atmosphere must be conditionally unstable)
   • 3. An initial lifting force (frontal passage, orographic lifting, surface heating)
   • Hazards greatest during the MATURE stage — updrafts can exceed 6,000 fpm, downdrafts may exceed 2,500 fpm; ALL hazards peak simultaneously

   Common wrong answers

   • Only listing two conditions
   • Thinking cumulus stage is most dangerous
   • Not knowing all hazards peak at mature stage

   SourceFAA-H-8083-28; PHAK Chapter 12; PilotsCafe IFR Quick-Review p.24

6. Question 6 · IR.I.B.K2g

   What is the difference between an AIRMET, a SIGMET, and a Convective SIGMET? What does each mean for IFR flight?

   What a DPE expects to hear

   • AIRMET (WA): significant weather at lower intensities; valid 6 hours; three types — Sierra (IFR/mountain obscuration), Tango (moderate turbulence/low-level windshear/winds ≥30 kts), Zulu (moderate icing/freezing levels)
   • SIGMET (WS): non-convective weather hazardous to ALL aircraft; valid up to 4 hours; issued for severe icing not associated with thunderstorms, severe/extreme turbulence, dust/sandstorms below 3 SM
   • Convective SIGMET (WST): convective weather significant to ALL aircraft; issued hourly at :55 for W/E/C USA; valid 2 hours; any Convective SIGMET implies severe or greater turbulence, severe icing, and low-level windshear by definition
   • Convective SIGMET issued for: severe thunderstorms (≥50 kt surface winds or ≥3/4-inch hail), tornadoes, embedded thunderstorms, line ≥60 NM at ≥40% coverage

   Common wrong answers

   • Thinking AIRMETs apply only to small aircraft
   • Confusing AIRMET Sierra with SIGMET
   • Not knowing Convective SIGMETs imply severe turbulence and icing

   SourceAIM 7-1-6; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.22–23

7. Question 7 · IR.I.B.K3j

   Name and describe at least four types of fog that IFR pilots must recognize.

   What a DPE expects to hear

   • Radiation fog: forms on calm, clear nights when ground cools by radiating heat; requires calm winds; burns off after sunrise
   • Advection fog: warm moist air moves over a cold surface; requires wind to form; can persist in daylight; common in coastal areas
   • Upslope fog: moist stable air forced up terrain slope and cooled adiabatically to dewpoint
   • Steam fog: cold dry air moves over warm water, moisture evaporates and recondenses; resembles steam
   • Precipitation-induced fog (frontal fog): rain falling through cool air adds moisture and reduces temperatures to dewpoint

   Common wrong answers

   • Confusing advection fog (needs wind) with radiation fog (needs calm)
   • Not knowing advection fog can be dense and persistent in daylight

   SourceFAA-H-8083-28; PHAK Chapter 12; PilotsCafe IFR Quick-Review p.24

8. Question 8 · IR.I.B.K2e

   Decode this winds aloft forecast entry: 7525-02. What does this represent?

   What a DPE expects to hear

   • Encoded format: when direction digits are 51-86, subtract 50 from direction and add 100 to speed
   • 75 → direction = 75-50 = 250° magnetic
   • 25 → speed = 25+100 = 125 knots
   • -02 → temperature = -2°C
   • Final decode: winds from 250° at 125 knots, temperature -2°C
   • This indicates a jet stream-level wind — note temperature sign is explicit here
   • Light and variable = 9900; winds not shown within 1,500 ft AGL

   Common wrong answers

   • Not knowing the 100-199 knot encoding convention (add 50 to direction, add 100 to speed)
   • Thinking 9900 means 99 knots
   • Not adjusting for the above-FL240 negative temperature convention

   SourceAIM 7-1-26; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.23

9. Question 9 · IR.I.B.K2f

   What is a Convective Outlook (AC) and what risk categories does it use?

   What a DPE expects to hear

   • A 3-day forecast of convective activity published by NOAA Storm Prediction Center (spc.noaa.gov)
   • Available in graphical and textual formats
   • Risk categories (increasing): Marginal (MRGL), Slight (SLGT), Enhanced (ENH), Moderate (MDT), High (HIGH)
   • Day 1: issued 5 times daily; Day 2: twice daily; Day 3: once daily
   • An MDT or HIGH risk area = strong go/no-go consideration for any VFR or IFR flight

   Common wrong answers

   • Confusing Convective Outlook with Convective SIGMET (different products, different time horizons)
   • Not knowing the risk category names

   SourceFAA-H-8083-28; AIM 7-1-6; PilotsCafe IFR Quick-Review p.23

10. Question 10 · IR.I.B.R1

    You're preflight-planning an IFR flight. There's an AIRMET Zulu for moderate icing along your route at your intended altitude. Your aircraft is not certified for flight in known icing. What's your decision-making process?

    What a DPE expects to hear

    • AIRMET Zulu = moderate icing FORECAST — this is a forecast, not a pilot report (PIREP)
    • An AIRMET alone does NOT legally constitute 'known icing conditions' — that standard requires actual icing reports (PIREPs) or other direct evidence
    • However, flying into forecast moderate icing without anti-ice/de-ice equipment is extremely poor ADM and almost certainly unsafe
    • Correct process: check PIREPs for actual icing reports, look at AIRMETs and SIGMETs, consider alternate routes/altitudes, check freezing levels
    • A non-FIKI aircraft should NOT intentionally fly into conditions where moderate or worse icing is forecast or reported
    • The decision is ultimately a go/no-go or route/altitude change — altitude change may get you above or below the icing layer

    Common wrong answers

    • Saying AIRMET Zulu legally = known icing conditions (it does not — PIREPs do)
    • Thinking it's fine to fly because 'moderate' icing isn't severe
    • Not considering route/altitude alternatives

    SourceAC 91-74B; FAA-H-8083-28; AIM 7-1-6; PilotsCafe IFR Quick-Review p.24

11. Question 11 · IR.I.B.R1

    You receive this TAF for your destination: '...FM1400 18015KT 1SM RASN OVC005 TEMPO 1416 1/2SM SN VV003...' Your ETA is 1500Z. Do you need an alternate? What are the icing implications of this forecast?

    What a DPE expects to hear

    • Yes — alternate is REQUIRED: ceiling OVC005 = 500 feet, visibility 1 SM — both are well below the 1-2-3 rule requirements (ceiling <2,000 ft, vis <3 SM)
    • TEMPO 1416 indicates 1/2 SM visibility and VV003 (indefinite ceiling at 300 feet) — extremely low conditions possible
    • Icing concern: RASN = rain and snow; temperatures likely near 0°C — structural icing conditions on approach very likely
    • Must verify your aircraft's icing certification before planning this approach
    • Must carry fuel to alternate plus 45 minutes
    • Select an alternate that meets 600/2 for precision or 800/2 for non-precision (check for non-standard minimums)

    Common wrong answers

    • Not recognizing that TEMPO conditions are also relevant to the alternate decision
    • Not noticing the icing implications of RASN with near-freezing temperatures
    • Applying landing minimums instead of alternate minimums

    Source14 CFR §91.169(b),(c); §91.167; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.6, 24

12. Question 12 · IR.I.B.K2

    You receive this PIREP: UA /OV MCO/TM 1435/FL085/TP C172/SK BKN045-TOP075/TA M03/IC MOD RIME/RM PIREP GIVEN VIA RADIO

    What a DPE expects to hear

    • UA: Routine PIREP (UUA = urgent)
    • OV MCO: over Orlando Executive Airport
    • TM 1435: time 1435Z
    • FL085: flight level 085 = 8,500 feet MSL
    • TP C172: aircraft type Cessna 172
    • SK BKN045-TOP075: broken cloud layer from 4,500 feet to tops at 7,500 feet
    • TA M03: temperature minus 3°C (near freezing — prime icing range)
    • IC MOD RIME: moderate rime icing
    • Significance: moderate rime icing reported at 8,500 feet by a C172 at -3°C. In the icing band (4,500-7,500 feet plus above). If you are flying the same aircraft type in this area — this is effectively 'known icing conditions.'

    Common wrong answers

    • Not knowing the TA field is temperature
    • Not knowing IC = icing intensity and type
    • Not recognizing the significance of a C172 PIREP for another C172 flying the same area

    SourceAIM 7-1-21; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.22

13. Question 13 · IR.I.B.K3

    You are planning an IFR flight. The PIREP at your altitude 2 hours ago reported trace icing. AIRMET Zulu is active for moderate icing in the area. You are flying a non-deiced C172N. Is this 'known icing'? Should you go?

    What a DPE expects to hear

    • AIRMET Zulu = 'moderate icing' forecast — not a PIREP; it is a forecast, not a direct observation of current conditions
    • PIREP reporting trace icing = actual observed icing; a PIREP is the closest thing to 'known icing' from another aircraft
    • Known icing (legal standard): the regulations prohibit flight into 'known or forecast icing conditions' in a non-certified aircraft — §91.9 / AC 91-74B
    • An AIRMET alone does NOT constitute 'known icing' in the strict legal sense per some interpretations — but it is very strong evidence of probable icing
    • From an ADM/practical standpoint: a 2-hour-old PIREP for trace icing + active Zulu AIRMET = high icing probability; a non-deiced aircraft should NOT fly
    • Key: 'Only PIREPs constitute known icing' — AIRMETs are forecasts; however, flying into forecast icing in non-deiced aircraft is high-risk and strongly discouraged
    • Spencer's note: This is a nuanced topic. The PilotsCafe guide (p.24) confirms clear ice is most dangerous; ADM should drive the decision regardless of the regulatory line.

    Common wrong answers

    • Thinking AIRMET Zulu automatically = known icing in the legal sense
    • Thinking trace icing PIREP from 2 hours ago is irrelevant
    • Not knowing the distinction between forecast icing and known icing

    SourceAC 91-74B; AIRMET criteria; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.24

14. Question 14 · IR.I.B.K2

    You receive this METAR for your destination: KBOS 151755Z 05012KT 1/4SM FG VV002 04/04 A2998. Is an alternate required? Can you even fly the approach?

    What a DPE expects to hear

    • Decode: KBOS, 1755Z, wind 050 at 12 knots, visibility 1/4 SM, fog, vertical visibility 200 feet, temp/dewpoint 4°C/4°C, altimeter 29.98
    • The airport is in very low IFR: 1/4 SM and VV002 (vertical visibility 200 feet, which is the ceiling when expressed as VV)
    • 1-2-3 rule check (§91.169(b)): ceiling < 2,000 feet AND vis < 3 SM → alternate REQUIRED
    • With a 200-foot ceiling, most approaches will not be minimums — ILS CAT I minimums are 200 AGL / 1/2 SM. Current vis (1/4 SM) is below even CAT I minimums.
    • At the approach: if ATIS/METAR shows conditions below CAT I minimums (200-foot ceiling / 1/2 SM): you can still attempt the approach, but you must go missed if you don't break out with the required visual references before DA
    • Bottom line: alternate required; approach can be attempted but expect to execute missed approach

    Common wrong answers

    • Thinking reported visibility below minimums means you can't attempt the approach
    • Not knowing VV (vertical visibility) is the ceiling for obscured conditions
    • Not recognizing the 1-2-3 rule applies to FORECAST weather at ETA, not current METAR

    Source14 CFR §91.169(b); 14 CFR §91.175(c); AIM 7-1-30; PilotsCafe IFR Quick-Review p.6

15. Question 15 · IR.I.B.K3

    You are cruising IFR at 8,000 feet in IMC. You start accumulating ice. Your aircraft is not FIKI-certified. What are your options?

    What a DPE expects to hear

    • Immediate actions: advise ATC of icing encounter; request deviation from route/altitude
    • Options: (1) climb above the icing layer (if temperature warmer above), (2) descend below freezing level to warmer air, (3) divert to clear conditions
    • Request: 'N12345 is encountering icing, request deviation for altitude change' — ATC will provide if possible
    • §91.3(b): PIC has emergency authority to deviate from any regulation/clearance for safety
    • Do NOT remain in icing conditions — even trace icing can accumulate and degrade performance
    • Report icing as PIREP — type, intensity, altitude — helps other pilots and ATC
    • Key: Get out of icing as quickly as possible — direction of exit depends on cloud tops (climb) vs. freezing level (descend)

    Common wrong answers

    • Ignoring icing and continuing to destination
    • Not knowing §91.3 gives authority to deviate from an ATC clearance for safety
    • Not filing a PIREP after the encounter

    Source14 CFR §91.3; AC 91-74B; AIM 7-1-22; PilotsCafe IFR Quick-Review p.24

16. Question 16 · IR.I.B.K2

    Decode this TAF: KORD 151730Z 1518/1624 27015G25KT P6SM BKN040 TEMPO 1520/1524 5SM TSRA SCT015CB BKN040 FM160000 25010KT P6SM SCT030 BECMG 1606/1608 VRB03KT 3SM BR SCT015 OVC030

    What a DPE expects to hear

    • KORD: Chicago O'Hare International
    • Issued: 151730Z (15th at 1730Z)
    • Valid: 1518/1624 = 15th at 1800Z through 16th at 0000Z
    • Base forecast 1518/1624: wind 270/15G25, visibility >6SM, ceiling BKN 4,000 AGL
    • TEMPO 1520/1524: temporarily between 2000Z-0000Z: visibility 5SM, thunderstorm with rain, scattered CB at 1,500, broken at 4,000 — TEMPO means expected less than half the period
    • FM160000: From 16th at 0000Z: wind 250/10, vis >6SM, SCT at 3,000
    • BECMG 1606/1608: becoming between 0600Z-0800Z: VRB03 (light variable wind), vis 3SM, mist (BR), SCT 1,500, OVC 3,000
    • Alternate planning: at 0700Z (between BECMG period), OVC030 and 3SM — ceiling 3,000 (above 2,000) but vis exactly 3SM — meets 1-2-3 exactly; alternate may still be required based on strict reading

    Common wrong answers

    • Confusing TEMPO (temporary, <50% of period) with PROB or BECMG
    • Not knowing BECMG covers a transition period — conditions are changing gradually
    • Thinking P6SM means 6SM exactly (it means MORE THAN 6SM)

    SourceAIM 7-1-28; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.23

17. Question 17 · IR.I.B.R1

    You planned an IFR flight with no alternate required (1-2-3 rule met at the destination). Enroute, you get an updated METAR showing your destination is now below the approach minimums. What are your options?

    What a DPE expects to hear

    • The 1-2-3 rule determines if an alternate is REQUIRED at the time of filing — it does not mean the airport will definitely be above minimums at arrival
    • Options: (1) Continue if fuel permits — approach may be attempted; (2) Divert to an alternate airport before fuel runs out; (3) Hold and wait for improving weather if ETA allows and fuel permits
    • Approach can be attempted even if weather is below minimums — if flight visibility meets minimums at DA/MDA, may continue
    • If weather is significantly below minimums (IFR hard IMC), realistic option is to divert
    • Fuel consideration: if no alternate was filed, you only have 45-minute reserve — divert decision must be made before reaching that reserve
    • Key: proactive decision-making is required — do not fly to destination until fuel is critical then divert
    • §91.3 gives authority to divert; §91.167 fuel requirements must be met

    Common wrong answers

    • Continuing to destination with fuel depleted without considering divert options
    • Not knowing the 1-2-3 rule only governs filing, not actual landing
    • Not knowing to assess divert options well before fuel becomes critical

    Source14 CFR §91.167; 14 CFR §91.169; 14 CFR §91.3; PilotsCafe IFR Quick-Review p.6

18. Question 18 · IR.I.B.K2

    Decode this PIREP: UA /OV BOS 060025 /TM 1450 /FL090 /TP C172 /SK OVC030-TOP045 /TA M10 /WV 27035 /TB MOD /IC LGT RIME /RM TOPS LCLY BGHR

    What a DPE expects to hear

    • UA = Routine PIREP (UUA = urgent PIREP)
    • OV = Location: BOS (Boston Logan) 060° radial at 25 NM
    • TM = Time: 1450Z
    • FL = Altitude: 9,000 feet MSL
    • TP = Aircraft type: C172
    • SK = Sky condition: overcast from 3,000 to tops at 4,500 feet
    • TA = Temperature: -10°C
    • WV = Wind: 270° at 35 knots
    • TB = Turbulence: Moderate
    • IC = Icing: Light rime ice
    • RM = Remarks: Tops locally higher
    • Significance: light rime icing with moderate turbulence at 9,000 — this is a real icing and turbulence PIREP; this IS 'known icing' (a PIREP) unlike an AIRMET forecast

    Common wrong answers

    • Not knowing UUA = urgent vs UA = routine
    • Confusing TA (temperature) with TP (aircraft type)
    • Not knowing this PIREP constitutes known icing while a Zulu AIRMET does not

    SourceAIM 7-1-20; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.23

19. Question 19 · IR.I.B.K3

    During your IFR flight, you encounter moderate turbulence. The aircraft is being bounced significantly and the autopilot is fighting. What airspeed should you fly and why?

    What a DPE expects to hear

    • In turbulence: slow to maneuvering speed (Va) — the maximum speed at which full control deflections can be applied without risk of structural damage
    • Va is load-factor dependent: decreases as weight decreases (lighter aircraft = lower Va)
    • When in turbulence: reduce to Va for the aircraft's CURRENT weight — consult POH
    • Why not faster: at high speed, structural stress from turbulence inputs can exceed design limits
    • Autopilot in moderate-severe turbulence: consider disconnecting — in severe turbulence, autopilot may aggravate structural loads by over-correcting
    • Aircraft attitude: maintain wings level; accept altitude deviations in severe turbulence rather than making large pitch corrections
    • Advise ATC of turbulence encounter and file PIREP on frequency or through PIREP system

    How a DPE follows up

    • If you saySays fly maximum speed

      DPE follow-upIn turbulence, why is flying fast dangerous from a structural standpoint?

      What it testsUnderstands that gusts add to load factor — at high speed, Vg diagram shows structural limits can be exceeded

    • If you sayCorrectly slows to Va

      DPE follow-upDoes Va change with weight? If you burned off 200 lbs of fuel, is Va now higher or lower?

      What it testsVa decreases as weight decreases

    SourceFAA-H-8083-15B (IFH) Chapter 4; PHAK Chapter 4; AIM 7-1-22

20. Question 20 · IR.I.B.K2

    What is a Graphical AIRMET (G-AIRMET) and how does it differ from a text AIRMET?

    What a DPE expects to hear

    • G-AIRMET: a graphical depiction of AIRMETs on a map with colored polygons showing areas of concern
    • Issued every 3 hours (versus text AIRMETs every 6 hours) — more timely updates
    • Available on aviationweather.gov
    • Shows all three AIRMET types (Sierra, Tango, Zulu) simultaneously on one map with color coding
    • G-AIRMETs are MORE granular: show specific areas affected rather than the broad 'over the Rocky Mountain states' text descriptions
    • Also available in tablet apps (ForeFlight, Garmin Pilot) as map overlays
    • Practical: G-AIRMET is a better preflight planning tool than text AIRMET for visual assessment of affected areas
    • Text AIRMET remains the legally authoritative product — G-AIRMET is derived from it

    Common wrong answers

    • Thinking text AIRMETs are replaced by G-AIRMETs
    • Not knowing G-AIRMETs are issued more frequently
    • Not knowing where to find G-AIRMETs

    SourceAIM 7-1-6; aviationweather.gov

21. Question 21 · IR.I.B.K2

    You are reading a METAR that includes the following remarks: 'RMK AO2 SLP020 T03010142 10366 20299 52006 $' — decode the non-standard codes.

    What a DPE expects to hear

    • AO2: Automated observation station with precipitation discriminator
    • SLP020: Sea Level Pressure 1002.0 hPa (decode: add 1000 if first digit 0-7; add 900 if 8-9 → 1002.0 mb)
    • T03010142: Hourly temperature and dewpoint — 0301 = +3.1°C, 0142 = +14.2°C (note: 0=positive, 1=negative)
    • 10366: 6-hour maximum temperature = 36.6°C
    • 20299: 6-hour minimum temperature = 29.9°C
    • 52006: 3-hour pressure tendency — first digit '5' = group identifier; '2' = steady pressure change; '006' = 0.06 hPa change
    • $ (dollar sign): station maintenance indicator — station equipment may need maintenance; data may be suspect
    • Significance: the $ sign alerts pilots that sensor calibration or maintenance issues may exist at that station

    Common wrong answers

    • Not knowing SLP requires adding 1000 or 900 depending on value
    • Not knowing T group gives exact temperature to 0.1°C
    • Not knowing what the $ sign means in remarks

    SourceAIM 7-1-30; FAA-H-8083-28; PilotsCafe IFR Quick-Review p.23