Cessna 172S G1000 IFR Scenarios — Instrument Rating Oral Questions

DPE oral questions · ifr scenarios

9 questions a DPE may ask in this section

1. Question 1 · IR.IV.A.R1

   You're filing IFR from your home airport to a destination 250 NM away. Weather at departure is 500 OVC, 1 SM in fog. No published ODP exists. How do you depart safely?

   What a DPE expects to hear

   • Check for any published departure procedure (SID or ODP) — found none in this case
   • Without an ODP: you are responsible for obstacle clearance on departure
   • Check airport elevation, runway heading, and surrounding terrain
   • Use the standard departure climb gradient: 200 FPNM; ensure your aircraft can meet this with current weight/weather/temperature
   • Consider delaying departure until weather improves, or coordinate with ATC for a radar departure if available
   • After departure: fly runway heading until reaching a safe altitude (at least 400 feet AGL before turning), then navigate per your clearance
   • Not flying the ODP is legal for Part 91 — but in 500/1 conditions at night with no ODP, it requires careful terrain analysis

   Common wrong answers

   • Thinking you can always depart in any weather as Part 91 (true legally, but the obstacle clearance responsibility is yours)
   • Not knowing standard climb gradient is 200 FPNM
   • Assuming ATC will provide terrain separation on departure (they don't always, especially at uncontrolled airports)

   SourceAIM 5-2-9; 14 CFR §91.175(f); PilotsCafe IFR Quick-Review p.7

2. Question 2 · IR.IV.A.R1

   You're halfway through a 2-hour IFR cross-country. IMC between 3,500 and 5,000 feet ahead of you. Your destination has an ILS with a 300-foot ceiling forecast. Your alternate is 40 miles away with VOR approach, forecast 1,000-foot ceiling. Your alternator light comes on. What's your decision framework?

   What a DPE expects to hear

   • Multiple risk factors converging: electrical failure + IMC + low destination ceiling + alternate also IFR
   • First: confirm alternator failure (ammeter, bus voltage), shed loads, assess battery life
   • Battery life estimate: 20-30 min typical with load shed — enough for ONE instrument approach, but tight
   • Nearest suitable airport: may be closer than destination or alternate — check immediately
   • IFR approach at destination: with electrical failure, G1000 will eventually lose power; steam-gauge aircraft can fly VOR without electricity (if carb heat/fuel pump are verified non-essential)
   • Decision point: if battery life allows diversion to a VFR area, do that; if not, declare emergency and continue to nearest airport with ILS capabilities
   • Declare emergency now — ATC assistance and priority handling is appropriate

   Common wrong answers

   • Continuing to original destination without declaring emergency (incorrect priority)
   • Not accounting for G1000 power failure timeline
   • Not considering nearby airports closer than alternate

   Source14 CFR §91.3; §91.185; FAA-H-8083-16B; PilotsCafe IFR Quick-Review p.12, 18

3. Question 3 · IR.VI.B.R1

   You're on final for the ILS 18 at a towered airport. At 500 feet AGL, you break out of the clouds. The runway environment is clearly in sight. But the ATIS from 30 minutes ago reported visibility 1/2 SM — at approach minimums. Your actual visibility looks better. Can you continue?

   What a DPE expects to hear

   • Yes — flight visibility is what matters for §91.175(c), not reported visibility
   • §91.175(c)(2): the flight visibility must not be less than the visibility prescribed in the standard instrument approach procedure — this is measured by the pilot, not the controller
   • If you can see the required visual references and your flight visibility appears at or above minimums: you may continue
   • You are NOT required to break off if the reported visibility is at minimums but you see better conditions
   • You ARE required to break off if your actual in-flight visibility drops below minimums regardless of what ATIS says
   • If you land and it was actually below minimums: this is a reportable deviation

   Common wrong answers

   • Thinking reported visibility = required visibility (it's flight visibility that matters)
   • Breaking off a perfectly good approach because ATIS says 1/2 SM
   • Not knowing the distinction between reported and flight visibility in §91.175

   Source14 CFR §91.175(c); PilotsCafe IFR Quick-Review p.15

4. Question 4 · IR.VI.B.R1

   You are shooting a non-precision VOR approach. You arrive at the MDA and can't see the runway. The METAR shows 3/4 SM visibility. The approach requires 1 SM. You see approach lights. What are your options?

   What a DPE expects to hear

   • Reported visibility (3/4 SM) is below the published minimum visibility (1 SM) for this approach
   • §91.175(c)(2): flight visibility must not be less than the visibility prescribed — if your actual flight visibility is also below 1 SM, you CANNOT descend to land
   • With approach lights visible: you may descend to 100 feet above TDZE (per the ALS rule) — but if flight visibility is indeed below 1 SM, you still cannot land
   • If you believe flight visibility is 1 SM or better (it looks better than 3/4 SM): this is a judgment call the pilot makes
   • The safe action: execute missed approach, advise ATC, hold or divert to alternate
   • The minimum visibility on a non-precision approach is always the visibility line, NOT the ceiling (the ceiling is the MDA)

   Common wrong answers

   • Confusing MDA (ceiling floor) with the visibility requirement (they are separate)
   • Thinking approach lights alone authorize landing when visibility is below published minimum
   • Not executing missed approach when conditions are below minimums

   Source14 CFR §91.175(c); PilotsCafe IFR Quick-Review p.15, 19

5. Question 5 · IR.IV.B.K1

   ATC clears you to 'hold at FIXXX as published, expect further clearance at 1530Z.' It's currently 1510Z. On your approach chart you see 'holding pattern' shown at FIXXX with a published course of 090° inbound and left turns. You're approaching FIXXX from the southwest on a heading of 040°. What entry should you use?

   What a DPE expects to hear

   • Published hold: 090° inbound, left turns (non-standard)
   • Aircraft heading approaching: 040°
   • For left-hand turns: adjust entry sectors by mirroring the standard zones
   • In a left-turn hold (non-standard), the non-holding side is to the left of inbound course; holding side is to the right
   • On 090° inbound left-turn hold: outbound is 270°. Heading 040° — evaluate position relative to inbound course 090°.
   • Recommended: draw the three entry sectors on paper during flight planning to confirm entry type
   • For this scenario: 040° is within ~70° of 270° outbound course on the non-holding side — parallel entry

   Common wrong answers

   • Applying standard right-turn entry rules to a published left-turn hold without adjusting sectors
   • Choosing direct entry when parallel would allow a better course intercept
   • Not recognizing left turns change the sector geometry

   SourceAIM 5-3-7; PilotsCafe IFR Quick-Review p.17

6. Question 6 · IR.I.B.R1

   You're 100 miles from your destination, IFR at 7,000 feet. Your weather app shows a Convective SIGMET issued for your route of flight, valid for the next 90 minutes. There are embedded thunderstorms. What's your plan?

   What a DPE expects to hear

   • A Convective SIGMET implies severe or greater turbulence, severe icing, and low-level windshear by definition — any one of these alone could be aircraft-threatening
   • Embedded thunderstorms in IMC are especially dangerous because they cannot be visually avoided
   • Primary options: divert around the affected area, return to departure airport, or hold until the SIGMET expires and conditions improve
   • Contact ATC: request pilot reports (PIREPs) ahead of your route, weather deviation clearance, or deviation around the cells
   • Airborne weather radar or datalink weather (ADS-B In weather) can help identify cell positions
   • Do NOT rely solely on ATC radar for storm avoidance — ATC radar is not calibrated for precipitation intensity

   Common wrong answers

   • Continuing through a Convective SIGMET area in IMC (extremely dangerous)
   • Thinking ATC radar provides adequate storm separation guidance
   • Not knowing datalink weather is advisory only — not certified for storm penetration

   SourceAIM 7-1-6; AIM 7-1-28; AC 00-24C; PilotsCafe IFR Quick-Review p.22

7. Question 7 · IR.I.C.K2

   You receive your IFR clearance: 'Cleared to KDST via RADAR1 departure, then as filed, maintain 5,000, expect 9,000 in 10 minutes, squawk 5432.' Shortly after departure at 800 AGL, you lose all radio contact. What altitude do you fly, and why?

   What a DPE expects to hear

   • Cleared altitude: 5,000
   • Expected altitude: 9,000 (in 10 minutes)
   • 10 minutes have NOT yet passed at 800 AGL — so the 'expect 9,000' is not yet applicable
   • Lost comm: §91.185 — fly HIGHEST of MEA, Expected, Assigned
   • At 800 AGL: MEA on departure route (check chart — assume 3,000 for this example); Expected 9,000 (if 10 minutes has passed); Assigned 5,000
   • Since 10 minutes have NOT passed: Expected altitude technically hasn't been 'authorized' yet — fly assigned (5,000) or MEA if MEA is higher
   • The 'expect' altitude is for lost comm memory specifically — purpose is to guide your altitude choice under §91.185, not to change it immediately
   • Most DPEs accept: fly 5,000 until 10 minutes then climb to 9,000 if still lost comm

   Common wrong answers

   • Immediately climbing to 9,000 regardless of the 10-minute qualifier
   • Not using the 'expect' altitude at all under §91.185 (it IS the guidance for lost comm altitude selection)
   • Flying MEA only without considering the assigned and expected altitudes

   Source14 CFR §91.185; AIM 6-4-1; PilotsCafe IFR Quick-Review p.18

8. Question 8 · IR.IV.A.K1

   SCENARIO: You depart IFR from KPWM (Portland ME) to KBOS (Boston). Route: GDM V106 BOS. Cruise at 6,000. Enroute, you encounter moderate icing at 6,000. ATC approves descent to 5,000 (below the ice layer). At KBOS, weather deteriorates to 200 OVC and 1/2 SM. You attempt the ILS 04L and go missed. Fuel is minimum — you can fly for 25 minutes. Your filed alternate is KBED (Bedford, 12 minutes away, ILS available, weather 400 OVC and 1 SM). What do you do?

   What a DPE expects to hear

   • IMMEDIATE priority: FUEL — 25 minutes is below typical minimum fuel threshold; advise ATC NOW
   • Declare fuel PAN-PAN (urgency): not yet an emergency but fuel is critical; request direct to KBED
   • KBED alternate check: 400 OVC is above ILS precision minimums (600-2 → wait: 400 is BELOW 600 for alternate precision minimums); BUT the filed alternate minimum is checked at filing — you still try the approach at the lower actual ceiling
   • Wait — the alternate minimum (600/2) was for FILING; once you are in the air, you attempt the approach to actual minimums (CAT I ILS = 200 AGL / 1/2 SM); 400 OVC exceeds 200 AGL minimum — you can fly the ILS
   • Course of action: PAN-PAN to ATC, request direct KBED, plan ILS 11 at KBED, fly the approach
   • At KBED ILS: 400 OVC gives 200 AGL clearance above ILS DA; 1 SM visibility meets 1/2 SM minimum — approach should be flyable
   • Land, notify ATC of safe landing, file fuel incident report if applicable

   How a DPE follows up

   • If you sayGoes back to KBOS for another approach

     DPE follow-upFuel is 25 minutes. KBOS is 200 OVC / 1/2 SM — you just went missed. Do you have enough fuel to attempt another approach?

     What it testsCritical fuel management — fuel for another approach plus alternate must be computed; at 25 min this is marginal

   • If you sayDeclares MAYDAY

     DPE follow-upAt 25 minutes of fuel, is this a distress (MAYDAY) or urgency (PAN-PAN) situation?

     What it testsPAN-PAN is appropriate for 'minimum fuel' alert; MAYDAY for 'emergency fuel' when immediate landing required

   • If you sayCorrectly declares PAN-PAN and heads to KBED

     DPE follow-upOn the KBED ILS, what minimums apply — the alternate minimums you filed (600/2) or the actual ILS minimums (200/½)?

     What it testsAlternate minimums are for filing only — once in the air, fly the actual approach to published ILS minimums

   Source14 CFR §91.167; 14 CFR §91.169; 14 CFR §91.175; AIM 6-3-2

9. Question 9 · IR.VI.A.K1

   SCENARIO: Night IFR, single pilot, C172S G1000. You are established on the ILS at 800 AGL. PFD suddenly shows a red X over the attitude indicator. Simultaneously, the GFC 700 autopilot disconnects with a warning tone. You are in IMC. Walk me through the next 60 seconds.

   What a DPE expects to hear

   • First 5 seconds: aviate — hands and feet on controls; maintain attitude using MFD reversionary display (G1000 should auto-revert) and standby AI on lower panel
   • Confirm reversionary mode: MFD should now show PFD format — attitude, ASI, altitude, heading
   • If MFD not in reversion: switch manually to reversionary mode; look for standby instruments (standby AI, standby ASI, standby altimeter)
   • Maintain approach: continue the ILS on localizer and glideslope using standby/reversion instruments; you are 800 AGL on a 3-degree glideslope — do NOT break off unless unstabilized
   • Communicate: advise ATC: 'N12345 has a PFD failure, continuing ILS, partial panel'
   • At DA (200 AGL): if visual references acquired (runway, ALS, etc.) — land; if not — go missed
   • Post-landing: report equipment failure; do not attempt to troubleshoot in the air if approach is progressing safely
   • Key: the accident chain starts when pilots try to fix avionics failures while still flying the approach — aviate first

   How a DPE follows up

   • If you sayReaches down to reset the PFD circuit breaker

     DPE follow-upYou are at 800 AGL in IMC and your hands are off the controls. What could happen in 5 seconds?

     What it testsAviate first — 800 AGL at ILS approach speed leaves no margin for hands-off troubleshooting

   • If you sayGoes missed immediately

     DPE follow-upCould you safely continue the ILS using the MFD reversionary display and standby instruments?

     What it testsA missed approach is not automatically safer — going missed requires climb, turn, and navigation, which also requires instrument capability. If stabilized and near DA, continuing may be appropriate

   • If you sayCorrectly confirms reversion, continues approach, communicates

     DPE follow-upYou reach DA at 200 AGL with no visual references. The MFD reversion is working. What do you do?

     What it testsGo missed at DA if no visual references — applies regardless of avionics failures

   SourceC172S Nav III POH Section 3; Garmin G1000 Pilot's Guide; 14 CFR §91.175