Test - Instrument GL28 - IFR Emergencies Exam

Section ID: Instrument_Stage3_GL28_IFREmerg

Question 1 of 14.

You are approaching your destination airport and experience attitude indicator and gyroscopic heading indicator failure. You request a no-gyro approach. What do you need to consider before performing
a no-gyro approach?

ATC expects you to execute the turns as soon as you receive the instructions. All turns should be made at a standard rate until ATC advises that you have been turned onto final and then make all turns at half
standard rate.
Request a no-gyro approach if the ILS has failed and the attitude indicator is inoperative.
ATC expects you to execute the turns as soon as you receive the instructions. All turns should be at half standard rate until on final approach.

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Question 2 of 14.

Your navigation radios have failed, and you will be making an ASR approach at the destination airport. What information can the controller provide during an airport surveillance radar (ASR) approach?

Headings to align your airplane with the extended centerline of the landing runway; information about when to start the descent to the MDA or, if appropriate, to an intermediate stepdown fix and then to the MDA;
and the location of the missed approach point (MAP)
Your position each mile from the runway or missed approach point (MAP) while on final; the recommended altitude each mile on final is always provided; and navigation guidance until you reach the MAP
Headings to align your airplane with the center of the airport; the location of the missed approach point (MAP); instructions to perform a missed approach if you do not have the runway environment in sight or if, at
any time, the controller cannot provide safe guidance for the remainder of the approach

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Question 3 of 14.

You declare that you are in distress and state the name of the station you are addressing. Depending on your situation, what other information should you provide ATC to declare an emergency?

Your aircraft identification and type, the nature of the distress or urgency, whether you are flying VFR or IFR, and your intentions and request.
Altitude or flight level, fuel remaining in hours and minutes, and the number of people on board not including the pilot.
Your fuel remaining in gallons, the number of people on board, and the airway being flown.

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Question 4 of 14.

You are flying in IFR conditions and have a two-way communications failure. What route must you follow to comply with the FARs?

If you are being radar vectored, fly the direct route to the nearest VOR on the airway filed in the flight plan. In the absence of an assigned route or a route that ATC has advised you to expect in a further clearance,
fly the route filed in the flight plan.
If you are being radar vectored, fly the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance; otherwise, fly the route assigned in the last ATC clearance received.
Fly the route assigned in the last ATC clearance received. In the absence of an assigned route, fly a direct route to the destination filed on the flight plan.

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Question 5 of 14.

Refer to the chart. You are holding at JUPEX intersection as published at 2,500 feet. ATC has not issued an EFC time. After you enter the hold, all COMM radios fail. When should you begin this approach?

Depart JUPEX to arrive at the runway at the ETA on the flight plan.
Depart JUPEX at the ETA on the flight plan and conduct the approach.
Depart JUPEX as soon as the radio failure is confirmed and conduct the approach.

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Question 6 of 14.

You are on an IFR flight when you suspect your attitude indicator and gyroscopic heading indicator have failed. You cross check the remaining instruments and verify the failure. You decide to use the
autopilot to help you fly the aircraft. What else should you do in this situation?

Declaring an emergency is not necessary because gyro failures will not create an emergency situation. However, seek ATC guidance to complete your flight safely.
Cover the failed instrument so you are not distracted by the incorrect information it provides. Contact ATC and make an appropriate malfunction report.
Frequently refer back to the failed instrument to see if it has become reliable again. Declare an emergency if you are having difficulty controlling the aircraft or cannot comply with ATC clearances.

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Question 7 of 14.

You are approaching your destination airport when all of your nav radios fail. Fortunately, the airport has radar approaches available. What do you need to consider before performing radar approaches?

If a radar approach terminates in a circle-to-land maneuver, the pilot must furnish the aircraft type to the controller. Radar service is automatically terminated at the completion of the approach.
Radar approach procedures require a ground-based radar facility and a functioning airborne radio transmitter and receiver. Radar approaches are only available at airports for which civil radar instrument approach
minimums are published.
During a radar approach, the controller provides horizontal, and in some cases, vertical guidance. Radar guidance waives the prescribed weather minimums for the airport, airplane, or operator.

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Question 8 of 14.

You check your communications equipment and suspect that your transmitter is inoperative. How do you alert ATC of the failure?

Attempt to reestablish communication first by contacting an FSS.

Attempt to reestablish communication by contacting ATC on a previously assigned frequency or calling an FSS. Listen for ATC instructions on any operational receiver.
Squawk 7700.

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Question 9 of 14.

Refer to the chart. You are holding at the EHF VOR as published at 4,000 feet. ATC issues an EFC time just prior to a complete COMM failure. When should you begin this approach?

Depart holding at the EHF VOR as soon as you confirm the radio failure. Proceed direct to JUPEX and hold until the ETA on the flight plan, then begin the approach.
Depart holding at EHF VOR at the EFC time, proceed to JUPEX, make the course reversal, and conduct the approach.
Depart holding at the EHF VOR at the ETA on the flight plan. Proceed to JUPEX, make the course reversal, and conduct the approach.

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Question 10 of 14.

You have arrived near the destination airport and ATC has issued a holding clearance due to high volume of traffic. At the EFC time, ATC extends the hold another 15 minutes. You evaluate the fuel
situation and recognize that you need priority handling. What actions should you take?

Wait until the next EFC time and declare a low fuel emergency
Declare a fuel emergency
Declare a minimum fuel advisory

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Question 11 of 14.

NOTAMS indicate the ILS is out of service at your destination airport. A PAR approach will be used as a substitute. What information does the controller provide during precision approach radar (PAR)
approach?

Course deviation and trend information to make adjustments to the approach path; navigation guidance until you reach the runway threshold
Headings to fly to align your airplane with the extended centerline of the landing runway; glide slope intercept 10 to 30 seconds before it occurs; descent information to align an aircraft on a glidepath to the runway
When to start the descent and the range to decision altitude; range to touchdown at least twice each mile

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Question 12 of 14.

ATC has assigned you a cruise altitude of 10,000 feet, and the route of flight is on V494. You are in IFR conditions when both COMM radios fail. What altitudes must you fly to comply with FAR lost
communication procedures?

Begin a climb now to 11,000 feet until crossing VIKES and then climb to 12,000 feet.
Prior to VIKES intersection, begin a climb to 12,000 feet. You must cross VIKES at or above 11,000 feet.
Descend to 9,300 feet until crossing VIKES and then begin a climb to 12,000 feet.

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Question 13 of 14.

You are on an IFR flight and the number one nav receiver fails enroute. Which of the following reports is a complete malfunction report?

MAYDAY, MAYDAY, MAYDAY, Chicago Center, Cessna 1234A, number one VHF nav receiver inop, request NDB approach.
Chicago Center, Cessna 1234A, number one VHF nav receiver inop, request NDB approach.
Chicago Center, Cessna 1234A, squawking 7700, number one VHF nav receiver inop, request NDB approach.

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Question 14 of 14.

You are in cruise flight and smell electrical smoke. This could become a very dangerous situation. You are unable to contact ATC on the currently assigned frequency. You feel that you are in a distress
situation and an accident is imminent. What should you do?

Squawk code 7600 on your transponder. If ATC has given you priority assistance and requests it, you must provide a detailed report.
Begin your call by repeating the word MAYDAY three times, use the emergency frequency 121.5, and provide only as much information as necessary under the current conditions.
Use the phrase PAN-PAN to begin your call and give as many details as possible to ATC while airborne.

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