Cessna 172S G1000 IFR Flight Planning — Instrument Rating Oral Questions

DPE oral questions · ifr flight planning

9 questions a DPE may ask in this section

1. Question 1 · IR.I.C.K1

   What information is contained in an IFR departure clearance? Use the CRAFT mnemonic.

   What a DPE expects to hear

   • C — Clearance limit (usually the destination airport)
   • R — Route (as filed or as amended by ATC)
   • A — Altitude (initial altitude; may include 'Expect [higher altitude] in X minutes')
   • F — Frequency (departure frequency)
   • T — Transponder code (squawk XXXX)
   • The 'Expect [altitude] in X minutes' is for lost comm memory — it is NOT ATC authorization to climb

   Common wrong answers

   • Confusing clearance limit with destination (they're often the same but not always)
   • Missing the departure frequency component
   • Thinking 'Expect [altitude]' is authorization to climb — it is not

   SourceAIM 5-2-6; PilotsCafe IFR Quick-Review p.8

2. Question 2 · IR.I.C.K1

   What IFR cruising altitudes apply in Class G (uncontrolled) airspace below FL180?

   What a DPE expects to hear

   • Based on magnetic course:
   • 0° to 179°: odd thousands (e.g., 3,000, 5,000, 7,000 feet MSL)
   • 180° to 359°: even thousands (e.g., 4,000, 6,000, 8,000 feet MSL)
   • In controlled airspace: IFR cruising altitude is as assigned by ATC
   • These rules only apply in uncontrolled airspace — not common enroute

   Common wrong answers

   • Applying VFR hemisphere rules (+500 feet) to IFR
   • Not knowing these rules only apply in uncontrolled airspace
   • Confusing odd/even with east/west direction instead of magnetic course

   Source14 CFR §91.179; PilotsCafe IFR Quick-Review p.6

3. Question 3 · IR.I.C.K1

   What is the difference between an MEA and a MOCA?

   What a DPE expects to hear

   • MEA (Minimum Enroute Altitude): ensures both obstacle clearance (1,000 feet non-mountainous, 2,000 feet mountainous) AND acceptable navigation signal reception
   • MOCA (Minimum Obstruction Clearance Altitude): ensures obstacle clearance only; navigation signal reception only guaranteed within 22 NM of the VOR
   • MOCA is published on charts with an asterisk (*) prefix
   • You may fly the MOCA if you are within 22 NM of the VOR and can navigate legally — but MEA is the preferred altitude
   • MEA is the altitude required for IFR enroute flight unless otherwise cleared by ATC

   Common wrong answers

   • Thinking MOCA provides full navigation coverage like MEA
   • Not knowing the 22 NM limitation for MOCA navigation coverage
   • Confusing MOCA with MORA (Off-Route Obstruction Clearance Altitude)

   Source14 CFR §91.177; AIM 5-3-3; PilotsCafe IFR Quick-Review p.9

4. Question 4 · IR.I.C.K1

   What is the minimum IFR altitude for flight operations under §91.177?

   What a DPE expects to hear

   • In designated mountainous terrain: 2,000 feet above the highest obstacle within 4 NM of the course
   • Elsewhere (non-mountainous): 1,000 feet above the highest obstacle within 4 NM of the course
   • On federal airways or routes: use the published MEA or MOCA
   • Off-route: use the appropriate altitude (OROCA from charts provides 1,000 or 2,000 feet obstacle clearance)

   Common wrong answers

   • Not knowing the 4 NM lateral width of the protected corridor
   • Confusing mountainous (2,000 ft) vs. non-mountainous (1,000 ft) rules
   • Using OROCA as an IFR minimum altitude (it's advisory only)

   Source14 CFR §91.177; PilotsCafe IFR Quick-Review p.9

5. Question 5 · IR.I.C.K1

   What are NOTAMs, and what types are most critical for IFR operations?

   What a DPE expects to hear

   • NOTAM = Notice to Air Missions; real-time information about changes affecting flight safety
   • FDC NOTAMs: regulatory — changes to instrument approach procedures, TFRs, airspace restrictions, procedure amendments
   • D NOTAMs: local facility information — taxiway/runway closures, NAVAID outages, lighting outages
   • Obtain via: 1800wxbrief.com, ForeFlight, FAA NOTAM search (notams.faa.gov), FSS (1-800-WX-BRIEF)
   • GPS NOTAMs: critical — WAAS and RAIM availability notices that affect RNAV approach authorization
   • FDC NOTAMs can amend approach minimums or take a procedure out of service

   Common wrong answers

   • Relying on chart effective dates instead of current NOTAMs
   • Not checking GPS NOTAMs for WAAS/RAIM availability
   • Missing FDC NOTAMs that amend approach procedures

   SourceAIM 5-1-3; 14 CFR §91.103; PilotsCafe IFR Quick-Review p.7

6. Question 6 · IR.I.C.K1

   You're planning an IFR cross-country. Your GPS database expired 3 days ago. Can you still use GPS for IFR navigation? Can you fly RNAV approaches?

   What a DPE expects to hear

   • IFR navigation using GPS with an expired database: technically allowed if all waypoints of intended use are verified against current approved sources (AIM 1-1-17)
   • RNAV (GPS) approaches: NOT allowed with an expired database — must have a current database for instrument approaches
   • Practical answer: verify every fix against current charts/NOTAMs if navigating, but do not fly RNAV approaches
   • Most operators update their database before flying any IFR flight to eliminate the verification burden

   Common wrong answers

   • Thinking expired GPS database means no IFR flight at all
   • Thinking you can fly RNAV approaches with an expired database
   • Not knowing the verification requirement

   SourceAIM 1-1-17; PilotsCafe IFR Quick-Review p.8

7. Question 7 · IR.I.C.K1

   During your preflight weather briefing, you notice a SIGMET for severe turbulence in the FL180-FL250 band along your direct route. Your planned altitude is 12,000 feet. How does this affect your flight plan?

   What a DPE expects to hear

   • SIGMET for severe turbulence in FL180-FL250 does NOT directly affect you at 12,000 feet — but assess for boundaries
   • Check the SIGMET boundaries: how far does the turbulence extend? Does it include 12,000 feet on the edges?
   • Consider PIREPs at lower altitudes along the route
   • If the turbulence is exclusively above FL180: your 12,000-foot flight is not directly in the SIGMET area
   • However: SIGMETs often have more extensive boundaries than the stated altitude range, and you may cross them during climb or descent
   • During climb to 12,000 feet you are not affected; but be aware of turbulence potential especially if SIGMET is associated with a frontal system that extends lower
   • Still conduct PAVE and IMSAFE checks; review PIREPs at 12,000 feet

   Common wrong answers

   • Canceling the flight due to a SIGMET that doesn't include your altitude
   • Ignoring the SIGMET entirely because it's above your altitude
   • Not verifying the turbulence extent doesn't encroach on your altitude at the edges

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

8. Question 8 · IR.I.C.S1

   You file IFR from KFMH to KPVD. Your TAF for KPVD shows: 1500-1800 VFR, 1800-2100 4SM -RA OVC012. Your ETA is 1730. Do you need an alternate? What if ATC delays you by 2 hours?

   What a DPE expects to hear

   • At ETA 1730: forecast is VFR — ceiling well above 2,000 feet, vis above 3 SM → 1-2-3 rule likely met, NO alternate required at planned ETA
   • However: '1 hour before to 1 hour after ETA' window = 1630-1830
   • From 1800-2100: forecast 4SM -RA OVC012 — ceiling 1,200 feet (below 2,000) and visibility 4 SM (above 3 SM) — ceiling fails the 2,000-foot requirement
   • Since the 1630-1830 window includes a period (1800-1830) where ceiling falls below 2,000 feet: the 1-2-3 rule is NOT continuously met → ALTERNATE REQUIRED even at ETA 1730
   • If delayed 2 hours (new ETA ~1930): now entirely in the 4SM OVC012 period → definitely alternate required
   • Lesson: must check the ENTIRE ±1 hour window around ETA, not just the ETA moment

   Common wrong answers

   • Checking only the ETA moment rather than the entire ±1 hour window
   • Forgetting that a TAF period that begins within the window affects the alternate requirement
   • Not recalculating fuel when ATC delays change ETA

   Source14 CFR §91.169(b); PilotsCafe IFR Quick-Review p.6

9. Question 9 · IR.I.C.K1

   You file IFR to KDVN. On arrival you expect the ILS 15. Before departure you check the NOTAM and see: 'KDVN ILS RWY 15 LOC U/S.' What does this mean for your planning?

   What a DPE expects to hear

   • LOC U/S: Localizer is Out of Service (unserviceable)
   • Without the localizer: the full ILS cannot be used. No lateral guidance from the ILS.
   • The glideslope is also unusable without the localizer (glideslope is not a standalone approach — it requires the LOC for lateral guidance)
   • Available approaches: check if RNAV (GPS) or VOR approach exists for KDVN — likely still available
   • If KDVN only had an ILS and it's U/S: cannot fly an instrument approach there → divert or wait
   • This NOTAM significantly affects alternate planning: if you filed KDVN as alternate and it's now non-precision-only, alternate minimums change to 800-2
   • Always check NOTAMs specifically for NAVAIDs before flight

   Common wrong answers

   • Thinking they can use glideslope-only with LOC out of service
   • Not checking if RNAV approach is available as backup
   • Not re-evaluating alternate selection after approach change

   SourceAIM 5-1-3; 14 CFR §91.103; PilotsCafe IFR Quick-Review p.5-6