INRAT test 1

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INRAT test 1

INRAT TEST 1

QuestionAppendix - CAP CNP3 Aerodrome Chart

Refer to the Appendix: CAP CNP3 Aerodrome Chart

No RVR or METAR is reported, however, the pilot-determined visibility is approximately 1 1/4 miles. Select the correct statement regarding a departure from RWY 10 using a climb gradient of 300 ft/NM.

1 point

The pilot may depart if visibility is at least 1/2 SM and the ceiling is greater than or equal to 600 feet.

The ceiling must be high enough to allow for a visual climb up to 1,200 feet overhead CNP3 before proceeding on course.

The pilot may depart with visibility greater than or equal to 1/2 SM regardless of the ceiling.

The pilot may depart since the visibility is greater than or equal to 1/4 SM.

Clear selection

A LO chart is used for operations below

1 point

18,000 ft ASL.

10,000 ft ASL.

12,500 ft ASL.

24,000 ft ASL.

Clear selection

No holder of a Canadian pilot licence endorsed with an instrument rating shall exercise the privileges of the instrument rating unless, within six months before the flight, the holder has acquired . . . . . of instrument time.

1 point

10 hours

15 hours

6 hours

3 hours

Clear selection

If the ATIS advises that SIGMET Charlie is in effect a pilot may contact . . . . . for more information regarding the SIGMET.

1 point

departure control

a flight information centre

ground control

clearance delivery

Clear selection

Icing in layered clouds

1 point

tends to be shallow in depth but great in horizontal extent.

has significant vertical extent and limited horizontal extent.

is most significant at temperatures below -40°C.

is more severe than in convective clouds due to the weaker updrafts and larger supercooled water drops.

Clear selection

IFR assigned altitudes accepted by a pilot

1 point

should not be adjusted to compensate for cold temperatures.

should be adjusted to compensate for cold temperatures when operating below 1,000 feet AGL.

should not be adjusted to compensate for cold temperatures unless advised to do so by ATC.

should be adjusted to compensate for cold temperatures only when the temperature is below -30°C.

Clear selection

An aircraft, when operated in accordance with IFR within designated mountainous regions, but outside of areas for which minimum altitudes for IFR operations have been established shall be flown at an altitude of at least . . . . . above the highest obstacle within . . . . . of the aircraft in flight.

1 point

3,000 ft; 10NM

2,500 ft; 5NM

2,000 ft; 5NM

500 ft; 10NM

Clear selection

QuestionAppendix - CAP CYHM LOC or NDB RWY 30 Cold Weather Correction Chart

Refer to the Appendices: CAP CYHM LOC or NDB RWY 30
Cold Weather Correction Chart

If the temperature is -20°C, the MDA of the LOC approach for a category B aircraft is closest to

1 point

1,300 feet.

1,400 feet.

1,160 feet.

1,150 feet.

Clear selection

Pilots operating under IFR and approaching an MF shall broadcast their intentions on . . . . . prior to switching to the MF.

1 point

123.2 MHz

122.8 MHz

122.2 MHz

126.7 MHz

Clear selection

QuestionAppendix - VOR Indicator

Refer to the Appendix: VOR Indicator

What heading will intercept radial 310° inbound at 30°?

1 point

070°.

280°.

100°.

340°.

Clear selection

Prior to takeoff, if advised to change to a specified departure frequency after airborne, the frequency change should be made

1 point

as soon as practicable after takeoff.

immediately once airborne.

prior to vacating the control zone.

upon reaching the assigned altitude.

Clear selection

QuestionAppendix - LO ChartAppendix - CAP CYXS LOC Z RWY 15

Refer to the Appendices: LO Chart
CAP CYXS LOC Z RWY 15

After passing RAPID (A) on V301 direct to YXS, an aircraft without an onboard GNSS receiver is cleared for the LOC Z RWY 15 into CYXS. If the pilot elects to remain on V301, the initial descent should be to no lower than

1 point

8,100 feet.

12,800 feet.

7,300 feet.

8,600 feet.

Clear selection

An aeroplane's current heading is 275° and it is maintaining a bearing of 270° from an NDB. In order to intercept the 030° bearing to the NDB at 90°, the aeroplane must turn to a heading of

1 point

120°.

045°.

130°.

355°.

Clear selection

Prior to takeoff, ATC assigns a heading and altitude to a SID. Select the correct statement.

1 point

The pilot must confirm that the ATC assigned heading and altitude correspond to those charted in the SID.

The pilot must readback the heading and altitude, and the SID is cancelled.

The pilot must readback the heading and altitude, and the SID is not cancelled

ATC may not amend a SID.

Clear selection

If an aircraft is experiencing lost communications, ATC will protect the airspace in the immediate vicinity of the aerodrome of first intended landing for . . . . . from the time at which the aircraft is expected to commence approach.

1 point

60 minutes

30 minutes

15 minutes

10 minutes

Clear selection

An IFR flight in low level uncontrolled airspace without an assigned transponder code, should have a transponder code of

1 point

1400

2000

1000

1200

Clear selection

An instrument proficiency check can be completed every . . . . . in order to maintain IFR currency.

1 point

48 months

6 months

12 months

24 months

Clear selection

QuestionAppendix - GFACN34

Refer to the Appendix: GFACN34

Could an airport at ② with no TAF and a usable HAT/HAA of 435 feet be used as an IFR alternate?

1 point

Yes, since there are no CB forecast in the vicinity of the aerodrome, forecast visibility is not less than 3 miles and no cloud lower than 1,000 feet above the lowest useable HAT/HAA is forecast.

Yes, since there are no CB forecast in the vicinity of the aerodrome, forecast visibility is not less than 1/4 mile and no cloud lower than 1,000 feet above the lowest useable HAT/HAA is forecast.

Yes, since there are no CB forecast in the vicinity of the aerodrome, forecast visibility is not less than 1 mile and no cloud lower than 1,000 feet above the lowest useable HAT/HAA is forecast.

Yes, since there are no CB forecast in the vicinity of the aerodrome, forecast visibility is not less than 1 mile and no cloud lower than 2,000 feet above the lowest useable HAT/HAA is forecast.

Clear selection

Minima for a straight-in landing are usually published when the final approach track intersects the extended runway centre-line within . . . . . and within a prescribed distance from the threshold.

1 point

30°

3°

10°

15°

Clear selection

A rapid acceleration can create the illusion that an aircraft is

1 point

turning right.

turning left.

pitching up.

pitching down.

Clear selection

Aerodrome forecasts that contain the term PROB may be used to determine the weather suitability of an aerodrome as an alternate provided that

1 point

the forecast PROB condition is considered to be applicable at the end of the PROB time period and these conditions are not to be below the published alternate minima requirements.

the forecast PROB condition is not below the appropriate landing minima for that aerodrome.

the forecast PROB condition is not below the published alternate minima requirements for that aerodrome.

the forecast PROB condition is considered to be applicable at the start of the PROB time period and these conditions are not to be below the published alternate minima requirements.

Clear selection

A radar altimeter can best be defined as a

1 point

self contained unit capable of determining an aircraft's altitude above mean sea level.

ground based navigational aid capable of determining an aircraft's true height above ground.

self contained unit capable of determining the true height of an aircraft above ground.

satellite based navigational aid capable of providing the true height of an aircraft above ground.

Clear selection

QuestionAppendix - CAP CZBF ILS RWY 18

Refer to the Appendix: CAP CZBF ILS RWY 18

If the ILS RWY 18 is available and the winds are forecast to favour runway 18 at the ETA, what is the corresponding alternate aerodrome weather minima?

1 point

500 - 1 1/2

400 - 1.

600 - 2.

800 - 2.

Clear selection

Select the correct statement regarding an MSA as depicted on an approach chart.

1 point

An MSA allows step-down arcs within the signal coverage of any ground based navigational aid.

An MSA based on a conventional NAVAID might not ensure acceptable navigational signal coverage.

An MSA is applicable only to aircraft equipped with a GNSS receiver.

The MSA provides a minimum of 1,000 ft clearance above all obstacles within a sector of a circle having a radius of at least 100 NM.

Clear selection

Mist is reported instead of fog when the visibility is . . . . . or greater.

1 point

1/2 SM

1 SM

5/8 SM

3/8 SM

Clear selection

QuestionAppendix - GFA

Refer to the Appendix: GFA

The GFA was issued on the 4th at . . . . . and will be replaced at . . . . .

1 point

1200Z; 1800Z on the 4th.

1200Z; 0000Z on the 5th.

1130Z; 0530Z on the 5th.

1130Z; 1730Z on the 4th

Clear selection

The pilot of an aircraft departing an aerodrome within the Standard Pressure Region shall set the aircraft altimeter to 29.92 in. Hg

1 point

before take-off.

after take-off.

after vacating the control zone.

prior to reaching the intended flight level.

Clear selection

. . . . . is glossy, clear, or translucent and formed by the relatively slow freezing of large, supercooled water droplets.

1 point

Hoar frost

Mixed ice

Rime ice

Clear ice

Clear selection

When over a landmark located along a victor airway, if the indicated radial varies by more than . . . . . from the published radial, the VOR receiver should not be used for IFR navigation.

1 point

± 10°

± 4°

± 6°

± 3°

Clear selection

QuestionAppendix - LO Chart

Refer to the Appendix: LO Chart

On a standard day, the pilot of an IFR aircraft from Hope Bay (A) direct to Gjoa Haven (B) can ensure obstacle clearance by maintaining an altitude of at least

1 point

1,800 feet.

1,700 feet.

2,200 feet.

2,400 feet.

Clear selection

In the case of a propeller-driven aeroplane where an alternate aerodrome is not specified in the flight plan or flight itinerary, an IFR flight shall carry an amount of fuel that is sufficient to allow the aircraft to fly to and execute an approach

1 point

and a missed approach at the destination aerodrome and then to fly for a period of 45 minutes.

and a missed approach at the destination aerodrome and then to fly for a period of 30 minutes.

at the destination aerodrome and then to fly for a period of 45 minutes.

and a missed approach at the destination aerodrome, to fly to and land at an alternate aerodrome located within 50 NM, and then to fly for a period of 45 minutes.

Clear selection

If a state of MINIMUM FUEL exists while an aircraft is in controlled airspace, a pilot should

1 point

proceed to the alternate aerodrome.

land at the nearest suitable airport.

immediately declare an emergency.

notify ATC as soon as possible.

Clear selection

The reliable coverage area of a localizer is

1 point

18 NM within 10° of either side of the course centreline and 10 NM within 35°.

18 NM within 35° of either side of the course centreline and 10 NM within 10°.

10 NM within 18° of either side of the course centreline and 35 NM within 10°.

18 NM within 10° of either side of the course centreline and 15 NM within 30°.

Clear selection

Outside designated mountainous areas, the "Safe Altitude 100 NM" is the lowest altitude that provides . . . . . of obstacle clearance under conditions of standard temperature and pressure.

1 point

1,000 feet

1,500 feet

500 feet

2,000 feet

Clear selection

During the day, fog over a body of water is most likely caused by

1 point

expansion.

high-level convergence.

radiation cooling.

advection cooling.

Clear selection

10827/19 NOTAMN
A) CXXX B) 1911152329 C) 1912210100
E) CAM9 VANCOUVER INTL (WATER)
CREW AND EQPT VCY WEST DOCK
SR-SS

The NOTAM for CAM9

1 point

will remain in effect until the issuance of a cancelling NOTAM.

will remain in effect until 0100Z December 21st, at which point it will be automatically cancelled.

must be replaced before 0100Z on the 21st.

was issued on the 15th and will expire on the 19th at 2329Z.

Clear selection

If further clearance has not been received by the end of a closed STAR, the pilot-in-command of an IFR aircraft should

1 point

maintain the last assigned altitude and intercept the final approach course.

climb to the highest minimum IFR altitude and request further clearance.

continue on the charted lateral track until further clearance has been received.

intercept the final approach course and commence an approach.

Clear selection

Which of the following is most likely to result in a CFIT accident during a flight under IFR?

1 point

Inadvertent entry from VMC into IMC.

Complacency and the degradation of manual flying skills.

Descent below the MDA.

Spatial disorientation during a go around in IMC

Clear selection

ATC provided speed adjustments should be maintained within

1 point

±5 KIAS.

10% of the assigned value.

5% of the assigned value

±10 KIAS.

Clear selection

Secondary surveillance radar

1 point

can determine the position of an aircraft without an operating transponder.

is a passive surveillance system that can detect precipitation.

cannot determine the position of an aircraft without an operating transponder.

can calculate an aircraft's position by determining the range and azimuth of reflected energy.

Clear selection

The pilot-in-command of an IFR aircraft who intends to conduct an approach to an uncontrolled aerodrome shall report

1 point

the aircraft's position when passing the final approach fix or three minutes before the estimated time of landing where no final approach fix exists.

the aircraft's position when passing the final approach fix or two minutes before the estimated time of landing where no final approach fix exists.

when passing the initial approach fix or three minutes before the estimated time of landing where no initial approach fix exists.

their intentions regarding the operation of the aircraft ten minutes before the estimated time of commencing the approach procedure, stating the estimated time of landing.

Clear selection

Cold temperature altitude corrections should be applied to published

1 point

procedure and radar vectoring altitudes.

minimum descent altitudes and any other altitudes accepted by the pilot.

minimum descent altitudes, decision heights and radar vectoring altitudes.

minimum sector altitudes and DME arcs.

Clear selection

When conducting a circling approach, pilots should not descend below the MDA until

1 point

established on the final approach

established on the downwind leg.

the airport beacon is in sight.

landing is assured

Clear selection

A . . . . . instrument rating is issued for all aeroplanes where the flight test was conducted in a multi-engine aeroplane.

1 point

group 2

group 3

group 1

group 4

Clear selection

If a landing cannot be accomplished after a visual approach into an uncontrolled airport, the pilot should

1 point

fly runway heading.

maintain a distance of 500 feet from all clouds and maintain separation from other airport traffic.

join a left hand circuit.

remain clear of clouds and maintain separation from other airport traffic.

Clear selection

QuestionAppendix - CAP CYOW Aerodrome Chart

Refer to the Appendix: CAP CYOW Aerodrome Chart

Select the correct statement regarding an aircraft attempting to depart from runway 32 if the reported ground visibility is 1/2 mile, and the reported RVR for runway 32 is varying between 2,000 feet and 2,900 feet.

1 point

A take-off is not authorized since the RVR is fluctuating above and below 2,600 feet.

A take-off is authorized since the reported ground visibility is 1/2 mile.

A take-off is not authorized because the reported RVR is fluctuating.

A take-off is authorized despite the fluctuating RVR since the upper limit of the reported RVR is greater than 2,600 feet.

Clear selection

QuestionAppendix - CAP CYOW ILS RWY 32

Refer to the Appendix: CAP CYOW ILS RWY 32

(C4189/22 NOTAMR C3327/22
A) CYOW B) 2206061430 C) 2206061800
E) ILS GP RWY 32 U/S)

Refer to the NOTAM above. An aircraft equipped with an ILS, a DME and an IFR-certified GNSS receiver will arrive at CYOW at 1615Z on June 6th, 2022. While enroute the aircraft’s DME receiver fails, select the correct statement.

1 point

Since the onboard DME equipment is inoperative, a procedure turn is not authorized below 2,600 feet ASL.

The aircraft is adequately equipped to attempt the ILS/DME RWY 32

The aircraft is adequately equipped to attempt the LOC/DME RWY 32.

No approach may be attempted as DME equipment is required to identify fixes within the final segment.

Clear selection

QuestionAppendix - CAP CYHZ Halifax 4 Departure (1/2)CAP CYHZ Halifax 4 Departure (2/2)

Refer to the Appendices: CAP CYHZ Halifax 4 Departure (1/2)
CAP CYHZ Halifax 4 Departure (2/2)

Time of Departure: 0945Z
Flight Planned Altitude: 11,000 feet
Safe Altitude 100 NM: 2,900 feet

After departing CYHZ on the HALIFAX FOUR DEP, an aircraft has been instructed to turn left to a heading of 050° to intercept an airway and climb to 4,000 feet. If a radio communication failure occurs at 0951Z, the aircraft should climb to . . . . . and then continue the climb to the flight planned altitude at . . . . .

1 point

4,000 feet; 1001Z.

2,900 feet; 0955Z.

11,000 feet; 0955Z.

4,000 feet; 0955Z.

Clear selection

An aircraft is holding over its clearance limit. The EFC is 1030Z, and the ETA reported by the PIC in the most recent position report was 1045Z. At 1025Z the aircraft experiences a communications failure in IMC, assuming that the clearance limit is also the IAF for an approach to the destination, the PIC should

1 point

exit the hold and commence an instrument approach at 1025Z.

continue to hold as directed and commence an instrument approach at 1030Z.

continue to hold as directed and commence an instrument approach at 1045Z.

continue to hold as directed and commence and instrument approach at the ETA estimated by adding the filed enroute time to the take-off time.

Clear selection

An absence of surrounding ground features can create an illusion that the aircraft is at a

1 point

faster airspeed than it really is.

slower airspeed than it really is.

lower altitude than it actually is.

higher altitude than it actually is.

Clear selection

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