IRA Exam Questions and Correct
Answers
When a pilot believes advanced avionics enable operations closer to personal or environmental limits,
A.risk is increased.
B.risk is decreased.
C.greater utilization of the aircraft is achieved. - Answer-risk is increased.
Answer A is correct.Pilots should not be lulled into a false sense of security simply because they have
advanced avionics. Judgment and aeronautical decision making serve as the bridge between technology
and safety. Any flight you make involves almost infinite combinations of pilot skill, experience, condition,
and proficiency; aircraft equipment and performance; environmental conditions; and external
influences. Both individually and in combination, these factors can compress the safety buffer provided
by your baseline personal minimums. Consequently, you need a practical way to adjust your baseline
personal minimums to accommodate specific conditions.
B.risk is decreased.
C.greater utilization of the aircraft is achieved.
During your preflight planning for an IFR flight, you determine that the first airport of intended landing
has no instrument approach prescribed in 14 CFR part 97. The weather forecast for one hour before
through one hour after your estimated time of arrival is 3,000 ft. scattered with 5 miles visibility. To
meet the fuel requirements for this flight, you must be able to fly to the first airport of intended landing,
Answers
A.and then fly for 45 minutes at normal cruising speed.
, B.then to the alternate airport, and then for 30 minutes at normal cruising speed.
C.then to the alternate airport, and then for 45 minutes at normal cruising speed. - Answer-Answer C is
correct.You may not operate an aircraft (other than a helicopter) under IFR unless it carries sufficient
fuel to fly to the first airport of intended landing, fly from that airport to the alternate airport, and fly
thereafter for 45 minutes at normal cruising speed. An alternate airport is not required if the forecast
weather conditions from one hour before to one hour after your estimated time of arrival call for a
2,000-ft. ceiling and 3 SM visibility, and your destination airport has at least one approved instrument
approach procedure (IAP). Because your destination airport (first airport of intended landing) has no IAP,
you must file an alternate airport and meet the applicable fuel requirements.
When using a TSO-C129 or TSO-C196 GPS for navigation and instrument approaches, any required
alternate airport must have
A. an approved operational instrument approach procedure other than GPS.
B.a GPS approach if no WAAS outage is expected.
C.a GPS approach with GBAS that is anticipated to be operational or available at the ETA. -
Answer-.Answer A is correct.Airports with only a global positioning system (GPS) approach procedure
cannot be used as an alternate by TSO-129/129A users. Because GPS is not authorized as a substitute
means of navigation guidance when conducting a conventional approach at an alternate airport, if the
approach procedure requires distance measuring equipment (DME), the aircraft must be equipped with
the appropriate DME avionics in order to use the approach as an alternate.
Which of the following statements is true regarding Parallel ILS approaches?
Answers
A.Parallel ILS approaches provide aircraft a minimum of 1 1/2 miles radar separation between successive
aircraft on the adjacent localizer course.
C.Landing minimums to the adjacent runway will be higher than the minimums to the primary runway,
but will normally be lower than the published circling minimums. - Answer-Answer A is correct.Aircraft
are afforded a minimum of 1 1/2 miles radar separation diagonally between successive aircraft on the
adjacent localizer course and a minimum 3 NM radar separation (reduced to 2.5 NM in certain
circumstances) from aircraft on the same final approach during parallel ILS operations.
B.Parallel ILS approach runway centerlines are separated by at least 4,300 feet and standard IFR
separation is provided on the adjacent runway.
Answers
When a pilot believes advanced avionics enable operations closer to personal or environmental limits,
A.risk is increased.
B.risk is decreased.
C.greater utilization of the aircraft is achieved. - Answer-risk is increased.
Answer A is correct.Pilots should not be lulled into a false sense of security simply because they have
advanced avionics. Judgment and aeronautical decision making serve as the bridge between technology
and safety. Any flight you make involves almost infinite combinations of pilot skill, experience, condition,
and proficiency; aircraft equipment and performance; environmental conditions; and external
influences. Both individually and in combination, these factors can compress the safety buffer provided
by your baseline personal minimums. Consequently, you need a practical way to adjust your baseline
personal minimums to accommodate specific conditions.
B.risk is decreased.
C.greater utilization of the aircraft is achieved.
During your preflight planning for an IFR flight, you determine that the first airport of intended landing
has no instrument approach prescribed in 14 CFR part 97. The weather forecast for one hour before
through one hour after your estimated time of arrival is 3,000 ft. scattered with 5 miles visibility. To
meet the fuel requirements for this flight, you must be able to fly to the first airport of intended landing,
Answers
A.and then fly for 45 minutes at normal cruising speed.
, B.then to the alternate airport, and then for 30 minutes at normal cruising speed.
C.then to the alternate airport, and then for 45 minutes at normal cruising speed. - Answer-Answer C is
correct.You may not operate an aircraft (other than a helicopter) under IFR unless it carries sufficient
fuel to fly to the first airport of intended landing, fly from that airport to the alternate airport, and fly
thereafter for 45 minutes at normal cruising speed. An alternate airport is not required if the forecast
weather conditions from one hour before to one hour after your estimated time of arrival call for a
2,000-ft. ceiling and 3 SM visibility, and your destination airport has at least one approved instrument
approach procedure (IAP). Because your destination airport (first airport of intended landing) has no IAP,
you must file an alternate airport and meet the applicable fuel requirements.
When using a TSO-C129 or TSO-C196 GPS for navigation and instrument approaches, any required
alternate airport must have
A. an approved operational instrument approach procedure other than GPS.
B.a GPS approach if no WAAS outage is expected.
C.a GPS approach with GBAS that is anticipated to be operational or available at the ETA. -
Answer-.Answer A is correct.Airports with only a global positioning system (GPS) approach procedure
cannot be used as an alternate by TSO-129/129A users. Because GPS is not authorized as a substitute
means of navigation guidance when conducting a conventional approach at an alternate airport, if the
approach procedure requires distance measuring equipment (DME), the aircraft must be equipped with
the appropriate DME avionics in order to use the approach as an alternate.
Which of the following statements is true regarding Parallel ILS approaches?
Answers
A.Parallel ILS approaches provide aircraft a minimum of 1 1/2 miles radar separation between successive
aircraft on the adjacent localizer course.
C.Landing minimums to the adjacent runway will be higher than the minimums to the primary runway,
but will normally be lower than the published circling minimums. - Answer-Answer A is correct.Aircraft
are afforded a minimum of 1 1/2 miles radar separation diagonally between successive aircraft on the
adjacent localizer course and a minimum 3 NM radar separation (reduced to 2.5 NM in certain
circumstances) from aircraft on the same final approach during parallel ILS operations.
B.Parallel ILS approach runway centerlines are separated by at least 4,300 feet and standard IFR
separation is provided on the adjacent runway.
