IFR Flight Planning Quiz

1. Question

H1125/19 NOTAMN
Q) CYTH/QGWAU/IV/NBO/E/000/999/5243N05321W999
A) CZQX CZQM CZUL B) 2205121230 C) 2205121330
E) LPV, LP AND WAAS-BASED LNAV/VNAV APCH NOT AVBL

Prior to departure of an IFR flight, the NOTAM shown above was issued for the destination airport. Prior to commencing an approach, the PIC discovers that WAAS service is in fact available, the PIC

may conduct a WAAS based approach.

may not conduct a WAAS based approach.

may only conduct a GPS overlay approach.

must conduct a visual approach.

2. Question

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

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.

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.

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

3. Question

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

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 end of the PROB time period and these conditions are not to be below the published alternate minima requirements.

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

4. Question

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?

600 – 2.

500 – 1 1/2.

800 – 2.

400 – 1.

5. Question

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?

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 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.

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.

6. Question

Where a satellite-based approach is planned at both the destination and alternate, they must be separated by a minimum of

100 NM.

80 NM.

50 NM.

25 NM.

7. Question

Aerodromes served with an AERODROME ADVISORY forecast may qualify as an alternate provided the forecast weather is no lower than . . . . . above the lowest usable HAT/HAA and the visibility is not less than . . . . .

500 feet; 3 miles.

600 feet; 2 miles.

800 feet; 2 miles.

1000 feet; 1 mile.

8. Question

QuestionAppendix – CAP CYAM ILS RWY 12

Refer to the Appendix: CAP CYAM ILS RWY 12

Assume that the only useable approach at CYAM is the ILS RWY 12. Which of the following forecast weather conditions allow CYAM to be used as an IFR alternate?

A. OVC 006 – 2 SM
B. BKN 008 – 1 SM
C. OVC 005 – 3 SM
D. OVC 007 – 1 1/2 SM

A, B, D.

A, B, C, D.

A, D.

B, C, D.

9. Question

QuestionAppendix – CAP CYYB VOR/DME RWY 08

Refer to the Appendix: CAP CYYB VOR/DME RWY 08

The only available approach at CYYB is the VOR/DME RWY 08. Given the information below and an ETA of 1100Z, is CYYB a suitable alternate?

TAF CYYB 050038Z 0501/0513 13007KT P6SM SCT150
BECMG 0503/0505 10015G25KT
FM050600 10015G25KT P6SM SCT080
TEMPO 0506/0508 P6SM -SN OVC040
FM050800 10020G30KT P6SM -SN SCT025 OVC040
TEMPO 0508/0510 2SM -SN BLSN VV020
FM051100 12017G27KT 2SM SN BLSN VV008
TEMPO 0511/0513 1 1/2SM -SN BLSN VV009
RMK NXT FCST BY 050700Z=

Yes, because the ceiling and visibility is forecast to be above the required alternate minima at the planned ETA.

No, because the ceiling and visibility is forecast to be 800 feet and 2 SM respectively, which are below the required alternate minima.

Yes, because the ceiling and visibility is forecast to be 2,000 feet and 2SM respectively, which are above the required alternate minima.

No, because the forecast ceiling and visibility will be lower than the landing minima.

10. Question

QuestionAppendix – CAP CYHU RNAV (GNSS) RWY 24R

Refer to the Appendix: CAP CYHU RNAV (GNSS) RWY 24R

After arriving at the filed alternate (CYHU), the reported ceiling is overcast at 500 feet and the visibility is 1 SM. If the only available approach at CYHU is the RNAV (GNSS) RWY 24R a pilot

may attempt the approach since alternate minimums are applicable only during flight planning.

may not attempt the approach since the reported ceiling is lower than standard alternate minimums.

may not attempt the approach because the ceiling is below published minima.

may not attempt the approach because there is no suitable ground based approach available.

11. Question

QuestionAppendix – GFACN31

Refer to the Appendix: GFACN31

Assuming that the lowest useable HAT/HAA at CYBL ① is 200 feet and there is no TAF available, can CYBL be used as an IFR alternate?

No, CYBL may not be used as an IFR alternate since ceilings are not forecast to be 1,000 feet above the lowest useable HAT/HAA and visibility is less than 3 SM.

No, CYBL may not be used as an IFR alternate since ceilings are not forecast to be 500 feet above the lowest useable HAT/HAA and visibility is less than 5 SM.

Yes, CYBL may be used as an IFR alternate since ceilings are not forecast to be below the lowest useable HAT/HAA.

Yes, CYBL may be used as an IFR alternate since visibility is not forecast to be below 1/4 SM.

12. Question

Credit for an alternate aerodrome may be taken for satellite-based approaches provided that

predicted satellite outages have been taken into account.

the pilot-in-command verifies a ground based navigational aid is expected to be available at the planned destination and alternate ETA.

the alternate aerodrome and destination aerodrome are separated by no more than 150 NM.

the alternate aerodrome is within controlled airspace.

13. Question

Pilots should ensure that approach level RAIM will be supported at the destination or alternate airport for the ETA ±15 min. This should be done

before takeoff, and again prior to commencing a GNSS-based approach.

after takeoff, and again 15 minutes prior to commencing a GNSS-based approach.

60 minutes prior to commencing a GNSS-based approach.

15 minutes prior to commencing a GNSS-based approach.

14. Question

QuestionAppendix – CAP CYZT ILS RWY 11

Refer to the Appendix: CAP CYZT ILS RWY 11

SPECI CYZT 180235Z 18004KT 10SM BKN064 OVC077 06/04 A2927 RMK SC5AC3 SLP913=
METAR CYZT 180200Z 19007KT 8SM -RA BKN039 OVC059 06/04 A2926 RMK SC5SC3 SLP910=
METAR CYZT 180100Z 19008KT 12SM -SHRA SCT022 BKN043 OVC070 06/05 A2922 RMK CU3SC3AC2 SLP896=
METAR CYZT 180000Z 23005KT 8SM -SHRA BKN022 OVC040 06/05 A2919 RMK SC5SC3 PRESRR SLP885=

TAF CYZT 180038Z 1801/1813 23005KT P6SM SCT020 OVC040
TEMPO 1801/1813 1SM -SHRA BR BKN010 OVC040
BECMG 1808/1810 11007KT
RMK NXT FCST BY 180700Z=

A pilot is considering selecting CYZT as an alternate aerodrome. Approaches available at CYZT include the ILS RWY 11 and a variety of RNAV (GNSS) approaches. If the ETA to CYZT is 1230Z can it be used as a suitable IFR alternate?

Yes, because the forecast ceiling and visibility at the planned ETA are 800 feet and 1 SM respectively.

Yes, because the forecast ceiling and visibility at the planned ETA are 600 feet and 2 SM respectively.

No, because the forecast ceiling and visibility at the planned ETA are less than 600 feet and 2 SM respectively.

No, because TEMPO periods may not be used to determine the weather suitability of an aerodrome as an alternate.

15. Question

When selecting a suitable alternate aerodrome with satellite-based approaches identified using a procedure identification of “RNAV (GNSS)”

credit may be taken for LNAV/VNAV lines of minima when the aircraft is certified for barometric LNAV/VNAV.
credit may not be taken for LPV or LP lines of minima.
credit may be taken for LNAV lines of minima.
credit may be taken by general aviation operators.
credit may be taken for RNP 0.30 lines of minima only.

A, B, C, D.

B, C, D, E.

A, C, D.

A, B, D, E.

16. Question

QuestionAppendix – CAP CYQU VOR RWY 07

Refer to the Appendix: CAP CYQU VOR RWY 07

TAF CYQU 280239Z 2803/2824 26005KT P6SM BKN030 BKN050
TEMPO 2803/2806 BKN020 BKN030
FM280600 21006KT P6SM BKN020
TEMPO 2806/2810 5SM BR SCT020
FM281000 VRB03KT P6SM SCT020
TEMPO 2810/2815 3SM BR
PROB30 2811/2815 2 1/2 SM SN OVC007
FM281500 09005KT P6SM FEW220
BECMG 2816/2818 09010KT
FM282000 09010KT P6SM OVC090
FM282300 09012KT 3SM -RA BR BKN007 OVC015
RMK NXT FCST BY 280600Z=

The planned ETA to CYQU is 1100Z. If the only available approach is the VOR RWY 17, can CYQU be used as an IFR alternate?

Yes, because the forecast visibility and ceiling will be above the required landing minima.

No, because there is a 30% probability the ceilings will be below the alternate weather minima.

No, because the visibility is forecast to drop below the alternate minimum.

Yes, because there is no forecast ceiling and visibility is 3 SM.

17. Question

Aerodrome forecasts that contain the term “BECMG”, may be used to determine the weather suitability of an alternate aerodrome provided that

where conditions are forecast to improve, the forecast BECMG condition shall be considered to be applicable as of the end of the BECMG time period, and these conditions shall not be below the published alternate minima requirements for that aerodrome.

where conditions are forecast to deteriorate, the forecast BECMG condition shall be considered to be applicable as of the end of the BECMG time period, and these conditions shall not be below the published alternate minima requirements for that aerodrome.

the forecast BECMG condition shall not be below the published alternate minima requirements for that aerodrome.

the forecast BECMG condition shall not be below the appropriate landing minima for that aerodrome.

18. Question

QuestionAppendix – CAP CNP3 RNAV (GNSS) RWY 28

Refer to the Appendix: CAP CNP3 RNAV (GNSS) RWY 28

Neither a TAF nor an Aerodrome Advisory is available for CNP3. The only available approach is the RNAV (GNSS) RWY 28. Assuming no cumulonimbus clouds are forecast, in order to qualify as an IFR alternate there can be no cloud below . . . . . and the visibility must be at least . . . . .

1,500 feet; 3 miles.

800 feet; 1 mile.

600 feet; 2 miles.

1,000 feet; 1 mile.

19. Question

If no IFR approach is available at a pilot’s desired alternate aerodrome, the forecast weather must be no lower than . . . . . above a minimum IFR altitude that will permit a VFR approach and landing.

500 feet

600 feet

800 feet

1,500 feet

20. Question

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

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

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

where conditions are forecast to improve, the forecast TEMPO condition is applied at the end of the TEMPO time period, and these conditions are not be below the published alternate minima requirements for that aerodrome.

where conditions are forecast to deteriorate, the forecast TEMPO condition are applied at the end of the TEMPO time period, and these conditions are not be below the published alternate minima requirements for that aerodrome.

21. Question

Where a satellite based approach is planned at both the destination and alternate, the aerodromes must be separated by a minimum of

100 NM.

100 SM.

150 SM.

150 NM.

22. Question

Where a satellite based approach is planned at both the destination and alternate, the aerodromes must be separated by a minimum of

75 NM where both aerodromes are in either Nunavut, or north of 56 degrees north latitude in Quebec and Labrador.

100 NM where both aerodromes are in either Nunavut, or north of 56 degrees North latitude in Quebec and Labrador.

25 NM where both aerodromes are in Nunavut, or north of 50 degrees North latitude in Quebec and Labrador.

200 NM where both aerodromes are in Nunavut or north of 56 degrees North latitude in Quebec and Labrador.

23. Question

A pilot is diverting to the alternate aerodrome filed in the IFR flight plan, the aerodrome is equipped with two ILS approaches on parallel runways. Select the correct statement.

The alternate weather minima does not apply.

The pilot shall apply an alternate weather minima of 400-1 or 200-1/2 above the lowest usable HAT and visibility, whichever is greater.

The pilot shall apply an alternate weather minima of 600-2 or 300-1 above the lowest usable HAT and visibility, whichever is greater.

The pilot shall apply an alternate weather minima of 800-2 or 300-1 above the lowest usable HAT and visibility, whichever is greater.

24. Question

QuestionAppendix – CAP CZBF NDB RWY 28

Refer to the Appendix: CAP CZBF NDB RWY 28

A pilot of an aircraft not equipped with IFR-certified GPS avionics wishes to select CZBF as an IFR alternate. If the only approach that relies on a ground-based navigational aid is the NDB RWY 28, what is the lowest useable alternate weather minimum?

1000 – 3.

800 – 2.

600 – 2.

800 – 1.

25. Question

If a pilot closes an IFR flight plan while still 60 miles from its destination

a VFR flight plan should be filed.

a VFR flight plan is automatically opened by ATC.

the flight plan reverts to a composite flight plan.

the flight plan reverts to an IFR flight itinerary.

26. Question

A pilot may cancel IFR, or close the IFR flight plan, provided the aircraft is operating in VMC and is outside . . . . . airspace.

Class A

Class C

Class D

Class G

27. Question

If a flight originating from an aerodrome with no control tower will not commence within 60 minutes of the proposed departure time stipulated in an IFR flight plan

the search and rescue process will be activated.

the clearance is automatically cancelled.

a CADOR will be filed by ATC.

the pilot-in-command must amend the ETA after becoming airborne.

28. Question

Select the correct statement regarding the use of intermediate stops when filing an IFR flight plan or itinerary.

A flight itinerary may include an intermediate stop if the stop is in uncontrolled airspace.

A flight plan may include an intermediate stop if the stop is in uncontrolled airspace.

A flight plan may include an intermediate stop if the flight originates from a Canadian aerodrome.

Neither a flight plan nor a flight itinerary may include intermediate stops.

29. Question

ATC is to be notified as soon as practicable of an intended change to the TAS at the cruising altitude or flight level, where the change intended is . . . . . percent or more of the TAS specified in the IFR flight plan or flight itinerary.

5

10

1

15

30. Question

A LO chart is used for operations below

18,000 ft ASL.

10,000 ft ASL.

12,500 ft ASL.

24,000 ft ASL.

31. Question

QuestionAppendix – LO Chart

Refer to the Appendix: LO Chart

There is no MOCA published along L602 (A) because

the MOCA is equal to the MEA.

there is no requirement to publish a MOCA along L-Routes.

the MOCA is below the MEA.

the MOCA is above the MEA.

32. Question

Although pilots may fly IFR at the published MEA or MOCA, in the winter, when air temperatures are much lower than standard, pilots should operate at altitudes of at least . . . . . above the MEA or MOCA.

1,000 ft

2,000 ft

1,500 ft

3,000 ft

33. Question

QuestionAppendix – CAP CYXS LOC Z RWY 15LO Chart

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

Immediately after passing RAPID (A) along V301, an aeroplane operated under IFR is cleared to the Prince George Airport (B) for the LOC Z RWY 15 approach via YXS (C). The initial descent should be no lower than

8,600 feet.

12,800 feet.

7,300 feet.

7,700 feet.

34. Question

QuestionAppendix – LO Chart

Refer to the Appendix: LO Chart

What is the highest MEA between SSM (A) and YSB (B) along V316?

5,000 feet.

2,800 feet.

3,200 feet.

4,000 feet.

35. Question

QuestionAppendix – LO Chart

Refer to the Appendix: LO Chart

What is the MEA along R35 between PR and ZKI?

10,800 feet.

10,300 feet.

3,500 feet.

6,500 feet.

36. Question

Once accepted, a Mach number shall be adhered to within . . . . . unless ATC approval is obtained to make a change.

0.01 Mach

0.1 Mach

0.05%

0.1%

37. Question

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

2,400 feet.

2,200 feet.

1,700 feet.

1,800 feet.

38. Question

The minimum obstacle clearance provided by the 100 NM safe altitude outside of designated mountainous areas is

1,000 feet.

500 feet.

1,500 feet.

2,000 feet.

39. Question

The 100 NM safe altitude provides obstacle clearance within 100 NM of the

aerodrome geometric centre.

runway threshold.

initial approach fix.

final approach fix.

40. Question

QuestionAppendix – CAP CYYT ILS RWY 16

Refer to the Appendix: CAP CYYT ILS RWY 16

At 50 miles from CYYT an aircraft is cleared direct to OMRUN for the ILS RWY 16. What is the initial altitude that this clearance authorizes the pilot to descend to?

3,000 feet.

2,300 feet.

1,600 feet.

1,610 feet.

41. Question

QuestionAppendix – LO Chart

Refer to the Appendix: LO Chart

What is the minimum altitude that an aircraft will be able to receive a continuous signal from the Calgary VOR/DME when 5NM north of NUVVE (A) along V112?

6,600 feet.

6,400 feet.

7,200 feet.

7,000 feet.

42. Question

The minimum enroute altitude (MEA) is

the altitude above sea level (ASL) between specified fixes on airways or air routes that assures acceptable navigational signal coverage and that meets the IFR obstacle clearance requirements.

the altitude above ground level (AGL) between specified fixes on airways or air routes that assures acceptable navigational signal coverage and that meets the IFR obstacle clearance requirements.

the lowest altitude above sea level (ASL) at which acceptable navigational signal coverage is received.

the lowest altitude above ground level (AGL) at which acceptable navigational signal coverage is received.

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